Browse Topic: Torso

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Full-Body Haptic Cueing for Augmented Pilot Perception in Position/Velocity Tracking TasksF-0081-2025-01365/20/2025
This paper investigates the use of multi-modal cueing through full-body haptic feedback to enhance pilot-vehicle system (PVS) performance, reduce mental workload (MWL), and increase situational awareness (SA) in both good and degraded visual environments (GVE/DVE). Piloted simulations were conducted using an H-60-like flight dynamics model in a virtual reality (VR) motion-based simulator, evaluating two ADS-33-like mission task elements (MTEs) – precision hover and slalom – under visual-only and combined visual and haptic feedback conditions in both GVE and DVE. The H-60 flight dynamics were augmented with a dynamic inversion (DI)- based stability augmentation system (SAS), implementing rate-command/attitude hold (RCAH) response type on the roll, pitch, and yaw axes and altitude hold response type on the vertical axis. The SAS was designed to achieve Level 1 handling qualities per ADS-33 standards. The full-body haptic cueing strategy leveraged an outer-loop DI control law, which provided vibrotactile feedback to cue desired roll, pitch, and yaw attitudes to the pilot. Roll cues were delivered via tactors mounted on the upper arms, pitch cues via tactors on the chest and back, and yaw cues via tactors on the calves. Eight test subjects participated in the piloted simulations, including three U.S. Navy test pilots and five subjects with different flying experiences. Results indicated that haptic feedback significantly improved hover performance, reducing MWL and enhancing SA, particularly in DVE. However, in the slalom task, predefined haptic guidance misaligned with pilots’ individual control strategies, leading to performance degradation. This finding highlights the need for pilot-specific adaptive haptic feedback to mitigate inconsistencies in dynamic maneuvering tasks.
Morcos, Michael T., Saetti, Umberto, Geiger, Derek H., Kubik, Stephen T., Breed, Adam R., Crane, Clifton J., Luzzani, Gabriele, Fischer, Madeline R., Jun, Dogyu, Gary, Evan
Trunk Support Assists Those with Spinal Cord InjuryTBMG-361823/1/2020
Spinal cord injuries (SCIs) can cause devastating damage including loss of mobility and sensation. Researchers have invented the Trunk-Support Trainer (TruST), a robotic device that assists and trains people with SCIs to sit more stably by improving their trunk control and thus gain an expanded active sitting workspace without falling over or using their hands to balance.
Human Torso SimulatorTBMG-3570512/1/2019
Engineers have created a simulator that mimics the mechanical behavior of the human torso. It allows researchers to test different back brace designs and configurations without needing to test them on people, removing significant logistical and ethical issues.
Soft, Multi-Functional RobotsTBMG-351389/1/2019
In the future, soft, animal-inspired robots may be safely deployed in difficult-to-access environments in which rigid robots cannot currently be used such as inside the human body or in spaces that are too dangerous for humans to work. Centimeter-sized soft robots have been created, but thus far it has not been possible to fabricate multifunctional flexible robots that can move and operate at smaller size scales.
Monitor Babies in the NICU Without WiresTBMG-345816/1/2019
An interdisciplinary Northwestern University team has developed a pair of soft, flexible wireless sensors that replace the tangle of wire-based sensors that currently monitor babies in hospitals’ neonatal intensive care units (NICU) and pose a barrier to parent-baby cuddling and physical bonding. The lead researcher was John A. Rogers, a bioelectronics pioneer, who led the technology development. The team recently completed a series of first human studies on premature babies at Prentice Women’s Hospital and Ann & Robert H. Lurie Children’s Hospital of Chicago. The researchers concluded that the wireless sensors provided data as precise and accurate as that from traditional monitoring systems. The wireless patches also are gentler on a newborn’s fragile skin and allow for more skin-to-skin contact with the parent. Existing sensors must be attached with adhesives that can scar and blister premature newborns’ skin. The study, involved materials scientists, engineers, dermatologists, and pediatricians. It includes initial data from more than 20 babies who wore the wireless sensors alongside traditional monitoring systems, so the researchers could do a side-by-side, quantitative comparison. Since then, the team has conducted successful tests with more than 70 babies in the NICU.
Influence of DISH, Ankylosis, Spondylosis and Osteophytes on Serious-to-Fatal Spinal Fractures and Cord Injury in Rear Impacts2019-01-10284/2/2019
Seats have become stronger over the past two decades and remain more upright in rear impacts. While head restraints are higher and more forward providing support for the head and neck, serious-to-fatal injuries to the thoracic and cervical spine have been seen in occupants with spinal disorders, such as DISH (diffuse idiopathic skeletal hyperostosis), ankylosis, spondylosis and/or osteophytes that ossify the joints in the spine. This case study addresses the influence of spinal disorders on fracture-dislocation and spinal cord injury in rear impacts with relatively upright seats. Nineteen field accidents were investigated where serious-to-fatal injuries of the thoracic and cervical spine occurred with the seat remaining upright or slightly reclined. The occupants were lap-shoulder belted, some with belt pretensioning and cinching latch plate. The occupants were older and had pre-existing disorders of the spine, including DISH, ankylosis, spondylosis and/or osteophytes that ossify the spinal joints. The crashes were summarized and the mechanism for injury was analyzed. The 19 cases involved fracture-dislocation and spinal cord injury at areas of the spine where DISH, ankylosis, spondylosis and/or osteophytes ossified the intervertebral soft tissues causing stiff and brittle joints that were vulnerable to fracture-dislocation by straightening of the spine. Published sled tests at 40 km/h (25 mph) with the 50th Hybrid III showed that peak chest acceleration was 13.5 ± 2.4 g (n=7) and head acceleration was 26.0 ± 12.0 g (n=8). Sled testing at 16 km/h (10 mph) with the BioRID IIg involved T1 x-accelerations of 12.6 ± 2.4 g (n=12) and head x-accelerations of 10.1 ± 0.2 g (n=12). These levels of acceleration are sufficient to fracture the calcified spine of the older occupants without ramping or moving off the support from the seatback and head restraint. A new injury mechanism for spinal fracture-dislocation is described in older occupants with spinal disorders. The occupant remains supported by the relatively upright seatback and high and forward head restraint. The accelerations that bring the occupant up to the delta V are sufficient to fracture-dislocate the calcified spine that tries to straighten in the crash.
Viano, David, Parenteau, Chantal, White, Samuel
Analysis of Rear Seat Sled Tests with the 5th Female Hybrid III: Incorrect Conclusions in Bidez et al. SAE 2005-01-17082019-01-06184/2/2019
Objective: Sled test video and data were independently analyzed to assess the validity of statements and conclusions reported in Bidez et al. SAE paper 2005-01-1708 [7]. Method: An independent review and analysis of the test data and video was conducted for 9 sled tests at 35 km/h (21.5 mph). The 5th female Hybrid III was lap-shoulder belted in the 2nd or 3rd row seat of a SUV buck. For one series, the angle was varied from 0, 15, 30, 45 and 60 deg PDOF. The second series involved shoulder belt pretensioning and other belt modifications. Results: Bidez et al. [7] claimed “The lap belts moved up and over the pelvis of the small female dummy for all impact angles tested.” We found that there was no submarining in any of the tests with the production lap-shoulder belts. Bidez et al. [7] claimed “H3-5F dummies began to roll out of their shoulder belt at… 30 degrees. Complete loss of torso support was seen at 45 degrees without significant kinetic energy dissipation.” We found that the shoulder belt remained in place and restrained the upper torso in the 0, 15 and 30 deg sled tests. At 45 and 60 deg, significant restraint was provided before the belt slipped off the shoulder. It remained in contact with the arm and chest providing restraint. Bidez et al. [7] claimed “The results indicated kinematic movement of the dummies, which were predictive of injury in all sled runs.” We found that the kinematic control was good and the biomechanical responses were well below IARVs for the 5th female Hybrid III. Bidez et al. [7] claimed “a retractor pretensioner (7 ms fire time) eliminated both submarining and torso rollout in the H3-5F in the conditions tested.” We found that the pretensioner firing pulled the lap belt up onto the abdomen inducing submarining and causing abdominal loading in two out of four tests. Conclusion: The independent review of the videos and data shows that Bidez et al. [7] misstated the results, misrepresented the findings and reached incorrect conclusions on the testing.
Viano, David, Parenteau, Chantal
Occupant Kinematics and Loading in Low Speed Lateral Impacts2019-01-10274/2/2019
Instrumented human subject and anthropomorphic test device (ATD) responses to low speed lateral impacts were investigated. A series of 12 lateral collisions at various impact angles were conducted, 6 near-side and 6 far-side, with each test using an ATD and one human subject. Two restrained female subjects were utilized, with one positioned in the driver seat and one in the left rear seat. Each subject was exposed to 3 near-side and 3 far-side impacts. The restrained ATD was utilized in both the driver and left rear seats, undergoing 3 near-side and 3 far-side impacts in each position. The vehicle center of gravity (CG) change in velocity (delta-V) ranged from 5.5 to 9.4 km/h (3.4 to 5.8 mph). Video analysis was used for quantification and comparison of the human and ATD motions and interactions with interior vehicle structures. Human head, thorax, and low back accelerations were analyzed. Peak human subject head resultant accelerations ranged from 0.9 to 36.8 g’s. Peak human subject thorax and low back lateral accelerations ranged from 1.0 to 17.1 g’s and 1.3 to 12.7 g’s, respectively. The ATD was instrumented with various sensors, including a tri-axial head accelerometer and 6-axis load cells in the upper neck, lower neck, and lumbar spine. Peak ATD head resultant accelerations ranged from 3.6 to 33.5 g’s. Peak ATD upper and lower neck compression ranged from -47.4 to -991.5 N and -52.1 to -740.6 N, respectively. Peak ATD lumbar compression ranged from -72.3 to -402.1 N. Cervical and lumbar shear loading and moments are also reported.
Furbish, Christopher, Welcher, Judson, Brink, Justin, Jones, Brian, Swinford, Scott, Anderson, Robert
Aircraft Personal Ventilation: A CFD Thermal Comfort Analysis2019-01-13473/19/2019
Nowadays, many different research efforts are being conducted to develop personal ventilation system for aircrafts. A numerical CFD study is presented as an example analysis, finding the relationship between the initial jet temperature and mass flow to the local thermal comfort on the head, chest and face. Typical regional airplane cabin geometry was used with two passengers seated. The passengers were modeled with numerical manikins with body and arms. The study first investigated whether the personal ventilation jet has influence on only one of the passengers or if it also affects the other. It was demonstrated that the proposed personal ventilation outlet can influence local thermal comfort with minimum influence on the adjacent passenger. The equivalent temperatures on the head, chest and face were calculated with different initial jet temperatures. It was shown that the three body parts present different dependence on the initial jet temperature due to the different distances of the personal ventilation outlet and varying cloth thermal resistances. Lower temperatures may cause higher discomfort than higher temperatures. It was determined that the respective comfort limits would be exceeded when jet inlet temperatures were below 19 oC or above 50 oC for an outlet mass flow of 0,0047 kg/s.
Stancato, Fernando
Artificial Joint Restores Wrist-Like MovementsTBMG-337172/1/2019
For patients missing a hand, one of the biggest challenges to regaining a high level of function is the inability to rotate one's wrist (pronate and supinate). These are essential movements involved in everyday tasks such as using a door handle, a screwdriver, a knob, or simply turning over a piece of paper. For those missing their hand, these are much more awkward and uncomfortable tasks, and current prosthetic technologies offer only limited relief to this problem.
Dynamic Spine Brace Characterizes Spine DeformitiesTBMG-336291/1/2019
Spine deformities, such as idiopathic scoliosis and kyphosis (also known as “hunchback”), are characterized by an abnormal curvature in the spine. The children with these spinal deformities are typically advised to wear a brace that fits around the torso and hips to correct the abnormal curve. Bracing has been shown to prevent progression of the abnormal curve and avoid surgery; however, the underlying technology for bracing has not fundamentally changed in 50 years.
Low-Voltage Cap Could Improve DBS DevicesTBMG-324578/1/2018
Treatment to control involuntary body movements characteristic of Parkinson's disease could someday be guided by brain signals recorded by electrodes inside a fashionable hat. That is a piece of a larger goal in the research of Nicole Swann of the UO's department of human physiology. She's the lead author of a newly published study in the Journal of Neural Engineering that, she says, offers encouragement to pursue that notion.
Using Optical 3D Scanning to Measure the Human BodyTBMG-324558/1/2018
The latest advances in 3D technologies are revolutionizing the ability to measure the human body, and this is having a tremendous impact on the healthcare industry and in the development of healthcare products. For example, Japanese research company Unitika Garments Technology is using optical 3D scanning to measure the human body to research use of dimensional inspection for quality control of textile products. Optical 3D measurement produces data that cannot be gathered using traditional methods.
Scientists Develop Elastic Metal Rods to Treat ScoliosisTBMG-290655/1/2018
National University of Science and Technology MISIS Moscow, Russia
Determination of Impact Responses of ES-2re and SID-IIs - Part I: ES-2re2018-01-14494/3/2018
The main purpose of this study was to determine the impact responses of the different body regions (shoulder, thorax, abdomen and pelvis/leg) of the ES-2re and SID-IIs dummies using rigid wall impacts under different initial test conditions. The experimental set-up consisted of a flat rigid wall with five instrumented load-wall plates aligned with dummy’s shoulder, thorax, abdomen, pelvis and knee impacting a stationary dummy seated on a rigid seat at a pre-determined velocity. The relative location and orientation of the load-wall plates was adjusted relative to the body regions of the ES-2re and SID-IIs dummies respectively. The load-wall forces and dummy responses were primarily evaluated by varying four different test parameters - effect of velocity (initial velocity vs. velocity-time pulse), effect of shoulder engagement (with and without shoulder load-wall plate), effect of initial arm position of the dummy (40 deg. vs. 90 deg.), and effect of oblique loading of thorax by rotating the thorax load-wall plate by 15 deg. Further, an attempt has been made to derive the transfer functions between the two dummies for similar impact conditions.
Aekbote, Krishnakanth, Cheng, James, Belwafa, Jamel E., Chou, Clifford C., Yang, King H., Cavanaugh, John M., Rouhana, Stephen W.
Smart Garment Prevents Back StressTBMG-2743010/1/2017
A team of engineers has combined the science of biomechanics and advances in wearable tech to create a smart, mechanized undergarment. The team’s testing proves that the smart clothing offloads stress on the low back.
New Material Regrows BoneTBMG-265993/30/2017
A team of researchers repaired a hole in a mouse’s skull by regrowing “quality bone,” a breakthrough that could drastically improve the care of people who suffer severe trauma to the skull or face. The work by a joint team of Northwestern Engineering and University of Chicago researchers was a resounding success, showing that a potent combination of technologies was able to regenerate the skull bone with supporting blood vessels in just the discrete area needed without developing scar tissue — and more rapidly than with previous methods.
Analysis of Driver Kinematics and Lower Thoracic Spine Injury in World Endurance Championship Race Cars during Frontal Impacts2017-01-14323/28/2017
This study used finite element (FE) simulations to analyze the injury mechanisms of driver spine fracture during frontal crashes in the World Endurance Championship (WEC) series and possible countermeasures are suggested to help reduce spine fracture risk. This FE model incorporated the Total Human Model for Safety (THUMS) scaled to a driver, a model of the detailed racecar cockpit and a model of the seat/restraint systems. A frontal impact deceleration pulse was applied to the cockpit model. In the simulation, the driver chest moved forward under the shoulder belt and the pelvis was restrained by the crotch belt and the leg hump. The simulation predicted spine fracture at T11 and T12. It was found that a combination of axial compression force and bending moment at the spine caused the fractures. The axial compression force and bending moment were generated by the shoulder belt down force as the driver’s chest moved forward. The axial compression force at the spine was also induced by the forces from the crotch belt and the leg hump. Based on these mechanisms, the modifications were made to help reduce the spine fracture risk. The seat back angle was raised, the shoulder belt anchor was lifted, the crotch belt anchor was moved forward, the seat pad thickness was increased and the seat pad stiffness was reduced. These modifications allowed more forward motion of the pelvis and reduced the shoulder belt down force, and generated no spine fracture.
Katsuhara, Tadasuke, Takahira, Yoshiki, Hayashi, Shigeki, Kitagawa, Yuichi, Yasuki, Tsuyoshi
DARPA Helps Paralyzed Man Feel Again Using a Brain-Controlled Robotic ArmTBMG-2608012/1/2016
A DARPA-funded research team has demonstrated for the first time in a human a technology that allows an individual to experience the sensation of touch directly in the brain through a neural interface system connected to a robotic arm. By enabling two-way communication between brain and machine — outgoing signals for movement and inbound signals for sensation — the technology could ultimately support new ways for people to engage with each other and with the world.
Yale Startup 'Advances' Guidewire PlacementTBMG-2596011/20/2016
A device from Yale University researchers aims to simplify the process of placing a central venous catheter, or central line, in patients. The Ballistra Guidewire Advancer allows the physician to insert a guidewire with one hand and continuously monitor the location of the needle tip via ultrasound. The procedure allows full visibility of the guidewire at all times, and simplifies the process to a few thumb movements.
In-Vehicle Driving Posture Reconstruction from 3D Scanning Data Using a 3D Digital Human Modeling Tool2016-01-13574/5/2016
Driving posture study is essential for the evaluation of the occupant packaging. This paper presents a method of reconstructing driver’s postures in a real vehicle using a 3D laser scanner and Human Builder (HB), the digital human modeling tool under CATIA. The scanning data was at first converted into the format readable by CATIA, and then a personalized HB manikin was generated mainly using stature, sitting height and weight. Its pelvis position and joint angles were manually adjusted so as to match the manikin with the scan envelop. If needed, a fine adjustment of some anthropometric dimensions was also preceded. Finally the personalized manikin was put in the vehicle coordinate system, and joint angels and joint positions were extracted for further analysis.
Chen, Junyi, Jiang, Bangshui, Song, Shutao, Wang, Hongyan, Wang, Xuguang
Robotic Surgical Devices, Systems, and Related MethodsTBMG-236681/1/2016
Various advancements have been made in the development of miniature in vivo surgical robots. These robots are designed to perform Laparoendo scopic Single-Site Surgery (LESS). After being inserted through a single incision, these robots can perform surgical procedures in a dexterous workspace. Each robot consists of two halves, and each half is inserted individually through a single incision. Each half can be stepped through preset orientations as it is inserted to overcome the obstacle of limited space. Once both halves are inside the abdominal cavity, control rods protruding through the single incision allow for proper alignment. A central mounting rod is then used to mate the halves together and support the robot. The central mounting rod allows for an endoscope to be inserted through the central mounting rod, between each robot half, to provide visual feedback for surgery. The system allows for three-degree-of-freedom motion of the endoscope. Additionally, an onboard camera can be utilized. The cavity is then sealed and insulated to allow for surgery. The central control rod allows for reorientation of the robot into all four quadrants of the abdominal cavity by external rotation of the rod.
Comparison of ATD to PMHS Response in the Under-Body Blast Environment2015-22-001711/9/2015
A blast buck (Accelerative Loading Fixture, or ALF) was developed for studying underbody blast events in a laboratory-like setting. It was designed to provide a high-magnitude, high-rate, vertical loading environment for cadaver and dummy testing. It consists of a platform with a reinforcing cage that supports adjustable-height rigid seats for two crew positions. The platform has a heavy frame with a deformable floor insert. Fourteen tests were conducted using fourteen PMHS (post mortem human surrogates) and the Hybrid III ATD (Anthropomorphic Test Device). Tests were conducted at two charge levels: enhanced and mild. The surrogates were tested with and without PPE (Personal Protective Equipment), and in two different postures: nominal (knee angle of 90°) and obtuse (knee angle of 120°). The ALF reproduces damage in the PMHS commensurate with injuries experienced in theater, with the most common damage being to the pelvis and ankle. Load is transmitted through the surrogates in a caudal-to-cranial sequential fashion. Damage to the PMHS lower extremities begins within 2 ms after the initiation of foot/floor motion. The Hybrid III cannot assume the posture of the PMHS in rigid seats and exhibits a stiffer overall response compared to the PMHS. The ATD does not mimic the kinematic response of the PMHS lower extremities. Further, the Hybrid III does not have the capability to predict the potential for injury in the high-rate, vertical loading environment. A new ATD dedicated to under-body blast is needed to assist in the effort to mitigate injuries sustained by the mounted soldier.
Danelson, Kerry A., Kemper, Andrew R., Mason, Matthew J., Tegtmeyer, Michael, Swiatkowski, Sean A., Bolte IV, John H., Hardy, Warren N.
The Application of Hybrid III 5 th Percentile Dummy FE Model for Rear Row Occupant Simulation in Frontal Crash Test2015-01-14584/14/2015
A Finite Element (FE) model for analysis of the rear row occupant injury assessment parameters in a frontal crash test was developed by using the LSTC Hybrid III 5th percentile FE dummy model. Three cases were studied using three different rear seatbelt retractor configurations, which were as follows: an ordinary retractor without load limiter or pretensioner (Case 1), a retractor with load limiter only (Case 2), and a retractor with load limiter and pretensioner (Case 3). The simulation results of each of these three cases were compared respectively to the results obtained from two frontal 50-kph full rigid barrier impact tests and one sled test. It turned out that the dummy kinematics and injury assessment parameters of the head, neck, chest, pelvis and femurs were all similar between test and simulation in the three cases. Thus, FE simulation models can be used to predict dummy injury assessment parameters. The chest and pelvis accelerations and chest deflection reduced, while the head acceleration and neck forces increased in the case of “retractor with load limiter” (Case 2), compared to the case of “ordinary retractor” (Case 1). The most effective way to reduce all the injury assessment parameters was to use a “load limiting retractor together with a pretensioner” (Case 3).
Hu, Jia
Vertical Occupant Loading in Car Crashes; Test Methods and Countermeasures2015-01-14594/14/2015
Vertical loading can cause thoracic and lumbar spine injuries to a car occupant. Crashes potentially causing occupant vertical loads include; rollover events or free flying events when the car lands on its wheels, and run off road events when the car goes into the ditch and collides with an embankment. To date, there is no standardized test method evaluating this occupant loading mechanism. The aim of this study was to develop test methods addressing vertical occupant loading for car occupants and to evaluate countermeasures for reduction of such loads. Based on real world run off road crashes, representative test track methods were developed. These complete vehicle test track methods were used to provide input to a simplified and repeatable rig test method. The rig test method comprises a dummy positioned in a seat attached to a frame and exposed to a vertical acceleration. Vertical pelvis acceleration is monitored, as an indication of potential loads through the spine. Two different seat designs are compared. The modified seat concept includes a deformation element which is built into the rear part of the seat connection to the seat frame. The deformation element allows for a controlled deformation of up to 25 mm. The space under the seat is cleared to allow for total occupant movement up to 150 mm. During this movement, energy is absorbed by the deformation element as well as the springs and seat cushion material. Compared to the reference production seat, the dummy pelvis vertical acceleration is reduced by 25-32% in the situations tested in this study.
Jakobsson, Lotta, Björklund, Magnus, Axelson, Anders
Effects of Crash Pulse, Impact Angle, Occupant Size, Front Seat Location, and Restraint System on Rear Seat Occupant Protection2015-01-14534/14/2015
In this study, two sled series were conducted with a sled buck representing a compact vehicle. The first series of tests focused on the effects of crash pulse, impact angle, occupant size, and front seat location on rear seat occupant restraint with a generic rear-seat belt system without pre-tensioner or load limiter. The second series of tests focused on investigating the benefit of using advanced features for rear-seat occupant restraint in the most severe crash condition in the first sled series. The first series of tests include 16 test conditions with two impact angles (0° and 15°), two sled pulse (soft and severe), and four ATD sizes (HIII 6YO, HIII 5th female, HIII 95th male, and THOR-NT) with two ATDs in each test. The driver seat was located at the mid position, while the front passenger seat was positioned such that a constant distance between the ATD knee and the front seat is achieved. In all the tests, a generic rear-seat belt system without pre-tensioner, load limiter or dynamic locking tongue (DLT) was used. Test results from the first sled series showed that crash pulse and occupant size are the two dominating factors affecting the ATD kinematics and injury measurements, while impact angle and front-seat location are not statistically significant. Although no head-to-front-seat contact occurred in any of the tests, in general, the severe crash pulse would result in chest deflections over the injury criteria for adult ATDs with higher ATD excursions than for the soft crash pulse. These results are consistent to those from the field data in that chest injuries are the most common injuries in rear-seat adult occupants. The HIII 6YO ATD sustained submarining kinematics in all the tests due to the slouching pre-crash posture. In an attempt to help further reduce the chest loading while managing the head excursion, 3-point belts with pre-tensioner and load limiter, 4-point belts, DLT, inflatable belts, Bag in Roof (BiR) concept, and Self Conforming Rear-seat Air Bag (SCaRAB) concept were investigated in the second series of sled tests, in which only the most severe testing condition (0° and severe pulse) in the first sled series was used. Reductions in occupant loading were shown with these advanced restraint systems, especially the airbag features, to help reduce head, neck, and chest injury measures for rear-seat occupants. This study demonstrated the importance of considering the effects of occupant size and crash pulse on rear-seat occupant protection. Advanced restraint systems including features such as a pre-tensioner, a load limiter, and an airbag, may have the potential to help provide additional protection for rear-seat occupants with diverse occupant sizes.
Hu, Jingwen, Fischer, Kurt, Lange, Paul, Adler, Angelo
Improvement and Validation of the Lower Limb and the Pelvis for a Pedestrian Dummy2015-01-14714/14/2015
The evaluation of pedestrian safety performance of vehicles required by regulations and new car assessment programs (NCAPs) have been conducted. However, the behavior of a pedestrian in an actual car-pedestrian accident is complex. In order to investigate injuries to the pedestrian lower body, the biofidelity of the lower limb and the pelvis of a pedestrian dummy called the POLAR II had been improved in past studies to develop a prototype of the next generation dummy called the POLAR III. The biofidelity of the thigh and the leg of the POLAR III prototype has been evaluated by means of 3-point bending. However, the inertial properties of these parts still needed to be adjusted to match those of a human. The biofidelity of the pelvis of the POLAR III prototype has been evaluated in lateral compression. Although the experiment using PMHSs (Post Mortem Human Subjects) was conducted in dynamic condition, the dummy tests were performed only in quasi-static condition. Therefore, this study aimed to improve and further validate the lower limb and the pelvis of the pedestrian dummy to enhance assessment capabilities of injuries to these body regions. The femur and tibia solid shafts of the POLAR III prototype were modified to improve durability of the instrumentation. The modified thigh and leg of the POLAR III prototype consist of double-layered plastics shaft covered by the flesh. These parts were subjected to latero-medial 3-point bending. The isolated pelvis of the POLAR III prototype was subjected to dynamic lateral compression. The force-deflection curves of the modified leg, thigh and pelvis of the POLAR III prototype (except for iliac reaction force of pubic loading) were compared with those of the PMHS test results from a past study, and the biofidelity of these components was evaluated using the parameter proposed by a past study.
Asanuma, Hiroyuki, Takahashi, Yukou
Finite-Element-Based Transfer Equations: Post-Mortem Human Subjects versus Hybrid III Test Dummy in Frontal Sled Impact2015-01-14894/14/2015
Transfer or response equations are important as they provide relationships between the responses of different surrogates under matched, or nearly identical loading conditions. In the present study, transfer equations for different body regions were developed via mathematical modeling. Specifically, validated finite element models of the age-dependent Ford human body models (FHBM) and the mid-sized male Hybrid III (HIII50) were used to generate a set of matched cases (i.e., 192 frontal sled impact cases involving different restraints, impact speeds, severities, and FHBM age). For each impact, two restraint systems were evaluated: a standard three-point belt with and without a single-stage inflator airbag. Regression analyses were subsequently performed on the resulting FHBM- and HIII50-based responses. This approach was used to develop transfer equations for seven body regions: the head, neck, chest, pelvis, femur, tibia, and foot. All of the resulting regression equations, correlation coefficients, and response ratios (FHBM relative to HIII50) were consistent with a set of test-based results. The HIC15 transfer equation was used to transform the cadaver-based risk curve into the HIII50 domain.
El-jawahri, Raed E., Laituri, Tony R., Kim, Agnes S., Rouhana, Stephen W., Weerappuli, Para V.
User's Manual for the Small Adult Female Hybrid III Test DummyJ2862_201502 (Historical)2/3/2015
This user’s manual covers the small adult female Hybrid III test dummy. It is intended for technicians who work with this device. It covers the construction and clothing, disassembly and reassembly, available instrumentation, external dimensions and segment masses, as well as certification and inspection test procedures. It includes instructions for safe handling of the instrumented dummy, repairing dummy flesh, and adjusting the joints throughout the dummy.
Dummy Testing and Equipment Committee
Dynamic Responses of Intact Post Mortem Human Surrogates from Inferior-to-Superior Loading at the Pelvis2014-22-000511/10/2014
During certain events such as underbody blasts due to improvised explosive devices, occupants in military vehicles are exposed to inferior-to-superior loading from the pelvis. Injuries to the pelvis-sacrum-lumbar spine complex have been reported from these events. The mechanism of load transmission and potential variables defining the migration of injuries between pelvis and or spinal structures are not defined. This study applied inferior-to-superior impacts to the tuberosities of the ischium of supine-positioned five post mortem human subjects (PMHS) using different acceleration profiles, defined using shape, magnitude and duration parameters. Seventeen tests were conducted. Overlay temporal plots were presented for normalized (impulse momentum approach) forces and accelerations of the sacrum and spine. Scatter plots showing injury and non-injury data as a function of peak normalized forces, pulse characteristics, impulse and power, loading rate and sacrum and spine accelerations were evaluated as potential metrics related to pathological outcomes with the focus of examining the role of the pulse characteristics from inferior-to-superior loading of the pelvis-sacrum-lumbar spine complex. Interrelationships were explored between non-fracture and fracture outcomes, and fracture patterns with a focus on migration of injuries from the hip-only to hip and spine to spine-only regions. Observations indicate that injury to the pelvis and or spine from inferior-to-superior loading is associated with pulse and not just peak velocity. The role of the effect of mass recruitment and injury migration parallel knee-thigh-hip complex studies, suggest a wider application of the recruitment concept and the role of the pulse characteristics.
Yoganandan, Narayan, Moore, Jason, Arun, Mike W. J., Pintar, Frank A.
Dexterous Humanoid RobotTBMG-199146/1/2014
A humanoid robot has been created that includes a torso, a pair of arms, a neck, and a head. The torso extends along a primary axis and presents a pair of shoulders. The pair of arms movably extends from the shoulders. Each of the arms is fully jointed. The neck movably extends from the torso along the primary axis, and has at least one neck joint. The head movably extends from the neck along the primary axis. The head has at least one head joint. The shoulders are canted toward one another at a shrug angle that is defined between each of the shoulders such that a workspace is defined between the shoulders.
Scalable Multi-Purpose Virtual Human Model for Future Safety Assessment2014-01-05344/1/2014
The paper concerns the development of a new scalable virtual human body model. The model has been developed to assess safety risk during various complex crash scenarios including impacts from different directions. The novel approach described couples the basic multi-body structure with deformable segments, resulting in short calculation time. Each multi-body structure segment carries the particular surface parts that are linked to the segment with non-linear springs representing the behavior of related soft tissues. The response of particular body segments (head, thorax, pelvis, lower extremities) is validated in known impact scenarios and the response of the model is tuned to the experimental corridors obtained from literature. The tuning process involved the adjustment of both model material and numerical parameters in order to get the correct response for all the tests. Several energy level impacts from different directions are usually considered in order to generalize the model; to test its robustness and correct biofidelic performance. The model is designed modularly to be simply adopted towards the pre-defined height, age and mass. The developed model is useful for the robust design of vehicles and transportation infrastructure of various sectors of transport means.
Vychytil, Jan, Manas, Jaroslav, Cechova, Hana, Spirk, Stanislav, Hyncik, Ludek, Kovar, Ludek
Oblique Lateral Impact Biofidelity Deflection Corridors from Post Mortem Human Surrogates2013-22-001611/11/2013
The objective of the study was to determine the thorax and abdomen deflection-time corridors in oblique side impacts. Data were analyzed from Post Mortem Human Surrogate (PMHS) sled tests, certain aspects of which were previously published. A modular and scalable anthropometry-specific segmented load-wall system was fixed to the platform of the sled. Region-specific forces were recorded from load cells attached to the load-wall plates. The thorax and abdomen regions were instrumented with chestbands, and deflection contours were obtained. Biomechanical responses were processed using the impulse-momentum normalization method and scaled to the mid-size male mass, 76-kg. The individual effective masses of the thorax and abdomen were used to determine the scale factors in each sled test, thus using the response from each experiment. The maximum deflections and their times of attainments were obtained, and mean and plus minus one standard deviation corridors were derived. Test-by-test thorax and abdomen force-time histories are given. Deflection-time histories for each specimen for the two body regions and corridors are presented. The mean maximum deflections for the thorax and abdomen body regions were 68.41 ± 16.1 and 68.98 ± 12.69 mm, respectively. Deflections were greater in oblique than pure lateral loading tests for both body regions, indicating the increased sensitivity of oblique side impact vector to the human response. The mean and one standard deviation responses of the thorax and abdomen serve as biofidelity corridors under oblique loading. Because modern instrumentation techniques can accommodate deflection sensors in the thorax and abdomen in devices such as WorldSID, and computer finite element models are flexible enough to extract regional and local deformation fields, the present data can be used to evaluate dummy biofidelity and validate and verify numerical models. They can be used to advance injury assessment reference values in oblique impacts.
Yoganandan, Narayan, Humm, John R., Arun, Mike W. J., Pintar, Frank A.
Ride Comfort Evaluation of Horizontal Vibration in Tractor-Trailer Considering Human Body Motion of Driver2013-01-09924/8/2013
In a tractor-trailer, ride comfort affected by horizontal human body motions, so called “wavy” and “shaky” feelings, is at issue. Insight about “wavy” and “shaky” feelings which is important for efficient vehicle development is not enough. Experiments using 6-axis motion generator and motion capture and inverse-analysis using multi-body human model indicated the characteristics of each feeling. Motion observation and transfer function indicated that while a bad subjective score of “wavy” feeling corresponds to same-phase roll motion of chest and pelvis up to 0.7Hz, “shaky” correlates to an antiphase of them around 2Hz. By multiple regression, dominant vibration components of the human body and the vehicle to subjective evaluation of the feelings above were identified. Explanatory variables for the “wavy” feeling are roll rate and lateral jerk and those for the “shaky” are lateral acceleration and longitudinal acceleration. Determination coefficients R2 are 0.713 for the “wavy” and 0.774 for the “shaky” feelings. From these results, quantitative evaluation of ride comfort at the planning phase became possible.
Hirose, Yuichiro, Enomoto, Mitsuru, Sasaki, Takashi, Yasuda, Eiichi, Hada, Masatoshi
Analysis of Seat Belt Positioning in Recent NCAP Crash Tests2013-01-04604/8/2013
The objective of this study was to analyze the position of the shoulder belt and adjustable upper anchorage (AUA) relative to the occupant in recent (2011-2012) NHTSA NCAP frontal crash tests. Since 2011, certain changes have been made in the NCAP test procedure. These changes include different Hybrid III occupant sizes as well as variations in the methods for calculating injury risk. One of the most significant changes has to do with thoracic injury risk calculation which was previously associated with chest acceleration and is now based on chest deflection as the measurable parameter. Using the NHTSA NCAP database, as well as other crash test data sources, a comparison was made between the designated upper anchorage position prior to a crash test and the actual position of the belt webbing with respect to the chest deflection measurement potentiometer sub-assembly of the Hybrid III. It was found that virtually all of the recent NCAP tests reported a disparity between the position of the shoulder belt webbing and the location of the chest deflection measurement sub-assembly. Furthermore, the effect of this disparity was analyzed using comparable tests with alternative upper anchorage positions. This data comparison reveals a substantial difference in dummy injury measures depending on how the shoulder belt is placed on an occupant prior to a crash test. Finally, comparisons were made using prior research, SAE recommended practices, and United States government engineering reports to determine the biomechanically proper location of the shoulder belt with respect to the occupant.
Haight, Sean, Samaha, Randa Radwan, Biss, David
Equivalent Temperature - Truck and BusJ2234_201211 (Current)11/9/2012
The scope of this SAE Information Report is to: a Define the Equivalent temperature. b Describe how it can be used to evaluate the performance of a heating and/or air-conditioning system in a vehicle. c Describe how it can be measured.
Truck and Bus Windshield Wipers and Climate Control Comm
Seal Improves Life of Implantable Pump, and of PatientTBMG-1512411/1/2012
When engineers at a Swiss medical device company began designing an implantable low-flow pump to treat the condition known as ascites, or peritoneal cavity fluid, they knew they were on the verge of a therapeutic breakthrough. But protecting their pump’s inner workings from exposure to bodily fluids proved to be a big challenge prior to testing and launch.
Developing Physiologic Models for Emergency Medical Procedures Under MicrogravityTBMG-1510911/1/2012
Several technological enhancements have been made to METI’s commercial Emergency Care Simulator (ECS) with regard to how microgravity affects human physiology. The ECS uses both a softwareonly lung simulation, and an integrated mannequin lung that uses a physical lung bag for creating chest excursions, and a digital simulation of lung mechanics and gas exchange. METI’s patient simulators incorporate models of human physiology that simulate lung and chest wall mechanics, as well as pulmonary gas exchange.
User's Manual for the Hybrid III Large Male Test DummyJ2860_201209 (Historical)9/27/2012
This SAE Surface Vehicle Information Report identifies and defines the assembly/disassembly and certification procedures relating to the use of the Hybrid III Large Male Test Dummy.
Dummy Testing and Equipment Committee
Developing Physiologic Models for Emergency Medical Procedures Under MicrogravityTBMG-146179/1/2012
Several technological enhancements have been made to METI’s commercial Emergency Care Simulator (ECS) with regard to how microgravity affects human physiology. The ECS uses both a software only lung simulation, and an integrated mannequin lung that uses a physical lung bag for creating chest excursions, and a digital simulation of lung mechanics and gas exchange. METI’s patient simulators incorporate models of human physiology that simulate lung and chest wall mechanics, as well as pulmonary gas exchange.
Human Mechanical Impact Response Characteristics - Dynamic Response of the Human AbdomenJ1460/1_201205 (Current)5/11/2012
This series of reports provides response characteristics of the head, face, neck, shoulder, thorax, lumbar spine, abdomen, pelvis, and lower extremities. In each report, the descriptions of human impact response are based on data judged by the subcommittee to provide the most appropriate information for the development of human surrogates.
Human Biomechanics and Simulations Standards Committee
Hybrid III Head/Neck Analysis Highlighting Nij in NCAP2012-01-01024/16/2012
Nij, a function of upper neck forces and moment, plays a dominant role in the vehicle's star rating under the new NHTSA NCAP front impact program. This is mainly due to an artifact in the mapping of the Nij into the “risk” value used in the star rating, and the fact that the neck region is not weighted appropriately to reflect its real world significance relative to the other body regions in the NCAP rating. New test data also show that compared with the 50th male driver Nij, the 5th female passenger Nij is significantly more challenging to contain and therefore it is more dominant in the star rating. This paper describes the Hybrid III dummy head and neck impact response and provides a method to determine the external force acting on the head. The force and its acting point on the head are determined from head acceleration, angular acceleration, and the upper neck forces. This paper also analyzes the neck bending mechanism and the associated forces, and how the thorax rotation and translation can affect the upper neck forces. It discusses how the airbag shape and stiffness can affect the external force acting point and direction, and how the force affects the neck internal forces. The analyses have focused on the response of the 5th female dummy neck due to the aforementioned practical difficulty with its Nij. The analytical methods presented should aid in the understanding of vehicle restraint systems.
Wu, Jianping, Shi, Yibing, Beaudet, Brian, Nusholtz, Guy
Kinematics Validation of Age-Specific Restrained 50 th Percentile Occupant FE Model in Frontal Impact2012-01-05654/16/2012
Recently, the global increase of elderly vehicle users has become an issue to be considered in the effort of enhancing safety performance of vehicle restraint system. It is thought that an evaluation tool for the system representing properties of age-specific human body will play a major role for that. In previous research, the authors had developed age-specific component finite element (FE) models for the lower limb, lumbar spine, and thorax representing the adult and elderly occupants. However, the models have not been validated in terms of full body kinematics. It is essential for such models to be validated in terms of full body kinematics in order to ensure validity of the results of the assessment of the safety performance of restraint systems. In the present research, the adult and elderly occupant full body FE models were developed by incorporating the lower limb, lumbar spine and thorax of the adult and elderly FE models established in previous research. To represent the kinematics of the shoulder of the adult occupant model, the shoulder girdle muscles were modeled and incorporated into the models. The full body kinematics of the adult occupant model were validated against published frontal sled test results using post-mortem human subjects (PMHS). The seating position of the model was determined according to the average seating position in the PMHS tests. The frontal impact sled buck model consisted of the seat, knee bolster, footrest and pelvis block. These components were modeled with shell elements and treated as rigid bodies. The occupant restraint system consisted of the shoulder and lap belts, modeled with bar and membrane elements. The trajectories were compared between the model and the average PMHS test results by using the coordinates of the head, the first and eighth thoracic vertebrae, the second and fourth lumbar vertebrae and the pelvis. A published ranking system for the biofidelity was applied to them in order to quantitatively evaluate the appropriateness of the full body kinematics of the adult occupant FE model. Model results include peak displacements of the head, the first and eighth thoracic vertebrae in the X direction of 362 mm at 112 ms, 267mm at 121 ms and 207 mm at 115ms, respectively. The peak displacements of the corresponding body regions in the X direction from the average PMHS test results were 354 mm at 113 ms, 257 mm at 115 ms and 216 mm at 113 ms, respectively. The error was less than 5 % compared with the average PMHS test results. The kinematics of the other points selected from the head to the pelvis on the spine of the model showed agreement with the average PMHS test results as well. In addition, the results of the biofidelity rating obtained by applying the rating system also supported good agreement of most of the kinematic parameters. For the elderly model, the kinematics and the predicted rib fracture were compared with those of the adult model. Little difference was found in the whole body kinematics, while larger deflection was found at the thorax as well as a significant increase in rib fractures, which were assumed to be caused by the lowered body stiffness and tolerance by aging.
Ito, Yuichi, Dokko, Yasuhiro, Motozawa, Yasuki, Mori, Fumie, Ohashi, Kazuki
Child Dummies Restrained by an ISOFIX CRS and a Universal CRS in Different Crash Pulses and the Effect of a Crash Pulse on Dummy Accelerations2012-01-00854/16/2012
A 5-point harness type of child seat approved by ECE R44 was studied in this paper. This child seat can be installed either by the ISOFIX anchorages (the ISOFIX CRS) or by a vehicle 3-point seatbelt (the universal CRS). Hybrid III 3-year-old (3YO) dummy restrained by the ISOFIX CRS was used in a vehicle buck sled test. TNO P-series 3-year-old (P3) dummy restrained by the universal CRS was used in a frontal 50kph full rigid barrier (FRB) test. Multi-body models of the two CRSs were developed by using Madymo software and correlated with the two tests. The goals of this study are to compare the performance of the ISOFIX CRS and the universal CRS, to understand the discrepancy of the kinematics of the Hybrid III 3YO and P3 in the multi-body model simulations, and to find the influence factor of a pulse on the dummy responses. Five different crash pulses were used in the Madymo simulations for both the ISOFIX CRS and the universal CRS. The head forward excursion, and the head, chest, and pelvis accelerations of the Hybrid III 3YO restrained by the ISOFIX CRS were lower than those restrained by the universal CRS when being applied by the same crash pulse. The head forward excursion of P3 was about 10 mm greater than that of the Hybrid III 3YO in the simulations of the five crash pulses. Trapzoidal wave approximation (TWA) is a useful method to approximate the crash pulse. TWA pulse has the same dynamic crush and the time when obtaining the maximum dynamic crush with the crash pulse. TWA pulses were calculated based on the five crash pulses. The dummy responses were similar in the simulations of the crash pulse and the calculated TWA pulse. It was found that the dummy accelerations decreased when the rising slope of the TWA pulse decreased.
Hu, Jia, Ma, Jianyong, Fang, Jia
Development of Pole Side Impact Sled Test Method using Multiple Actuators for EuroNCAP2012-01-00954/16/2012
The pole side impact test has been mandatory in Euro NCAP since 2009 and it includes, in addition to the head, assessments on other critical body regions that might be affected such as the chest, abdomen and pelvis. This paper describes a new test method for predicting Anthropomorphic Test Device responses to calculate injury index in side impact tests of a rigid pole under Euro NCAP conditions. Simplified sled tests are very effective in reducing the cost and time of development of more advanced side impact safety devices. To accomplish sled tests successfully, it is necessary to reconstruct accurately the combined dynamic deformation behavior of door and seat in pole impact. That behavior varies among different dummy response regions. Conventional sled test methods, published in previous literature, can reconstruct the deformation of the entire door using a single actuator at constant intrusion velocity but actual door velocity isn't constant in full scale vehicle crash tests. The above mentioned methods simulate the door deformation velocity using whole the door but in those cases the structure isn't simple and experiment cost is high. Hence, a new sled test method, using present Advanced Side Impact Simulator (ASIS), was developed by identifying the main features of door and seat intrusion behavior needed to accurately predict and simulate the dummy responses at different body regions in the vehicle tests. The features are reconstruction of inner door panel velocities as input corresponding to injury level at different body regions as output response by using multiple actuators for door and seat. This test method was validated with Euro NCAP pole side impact tests for a number of vehicles based on the results of ES-2 (50th percentile male) dummies injury criteria.
Kinoshita, Akira, Shigeno, Naoki, Fukushima, Tatsuya, Steffan, Hermann
Improving Wheelchair ErgonomicsTBMG-133244/1/2012
Engineers at Empa, a Swiss interdisciplinary research and services institution, are working together with the firm «r going» to develop an ergonomic seat for electric wheelchairs that encourages the user to move around frequently. The aim is to enhance the freedom of movement of wheelchair users with a range of disabilities.
Whole-Body Response to Pure Lateral Impact2010-22-001411/3/2010
The objective of the current study was to provide a comprehensive characterization of human biomechanical response to whole-body, lateral impact. Three approximately 50th-percentile adult male PMHS were subjected to right-side pure lateral impacts at 4.3 ± 0.1 m/s using a rigid wall mounted to a rail-mounted sled. Each subject was positioned on a rigid seat and held stationary by a system of tethers until immediately prior to being impacted by the moving wall with 100 mm pelvic offset. Displacement data were obtained using an optoelectronic stereophotogrammetric system that was used to track the 3D motions of the impacting wall sled; seat sled, and reflective targets secured to the head, spine, extremities, ribcage, and shoulder complex of each subject. Kinematic data were also recorded using 3-axis accelerometer cubes secured to the head, pelvis, and spine at the levels of T1, T6, T11, and L3. Chest deformation in the transverse plane was recorded using a single chestband. Following the impact the subject was captured in an energy-absorbing net that provided a controlled non-injurious deceleration. The wall maintained nearly constant velocity throughout the impact event. One of the tested subjects sustained 16 rib fractures as well as injury to the struck shoulder while the other two tested subjects sustained no injuries. The collected response data suggest that the shoulder injury may have contributed to the rib fractures in the injured subject. The results suggest that the shoulder presents a substantial load path and may play an important role in transmitting lateral forces to the spine, shielding and protecting the ribcage. This characterization of whole-body, lateral impact response provides quantified subject responses and boundary condition interactions that are currently unavailable for whole-body, lateral impacts at impact speeds less than 6.7 m/s.
Lessley, David, Shaw, Greg, Parent, Daniel, Arregui-Dalmases, Carlos, Kindig, Matthew, Riley, Patrick, Purtsezov, Sergey, Sochor, Mark, Gochenour, Thomas, Bolton, James, Subit, Damien, Crandall, Jeff, Takayama, Shinichi, Ono, Koshiro, Kamiji, Koichi, Yasuki, Tsuyoshi
Gesture-Directed Sensor-Information Fusion GlovesTBMG-77734/1/2010
Current chemical-protection gear for warfighters on the ground inhibits electronic communication via keyboards, cell phones, and remote-control devices. To improve communications capabilities for the warfighter wearing protective gear in hazardous environments, a series of eGloves has been developed with a view toward freeing the warfighter of the need to type on a keyboard while wearing a Mission-Oriented Protective Posture (MOPP) suit. The eGloves can help the warfighter transmit gestures with the hands and fingers from within the protective gear, or they can be used to transmit encoded ASCII characters.
User's Manual for the 50th Percentile Male Hybrid III DummyJ2856_200909 (Historical)9/17/2009
The purpose of this document is to provide the user with the procedures needed to properly assemble and disassemble the 50th percentile male Hybrid III dummy, certify its components and verify its mass and dimensions. Also within this manual are guidelines for handling accelerometers, repairing flesh and setting joints.
Dummy Testing and Equipment Committee
Validation Study of a Generalized Minor Rear Vehicle Crash MADYMO Model Utilizing Real World Data2009-01-22646/9/2009
A generalized MADYMO minor rear crash vehicle model with BioRIDII ATD was developed and validated using the mean response of previously published 12 km/h delta-V rear crash tests. BioRIDII simulation pelvis, thorax and head x-axis accelerations, as well as head y-axis angular acceleration, fell within corridors defining +/- one standard deviation of the mean BioRIDII crash test responses. Peak sagittal plane BioRIDII upper neck forces and moments in the simulation were on par with the mean values observed from the crash tests. After the model was validated for 12 km/h delta-V, the model was further exercised by performing simulations with (1) a Hybrid III 50th percentile occupant and (2) by reducing the pulse by 40% of its original value. Results indicate that this generalized minor rear crash model could be useful in accurately estimating occupant kinematics and kinetics in minor crashes up to at least 12 km/h delta-V as an alternative to expensive and time consuming crash testing.
Bartsch, Adam J., Gilbertson, Lars G., Prakash, Vikas, Wiechel, John F., Morr, Douglas R., Shkoukani, Mutaz
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