Browse Topic: Pedestrian injuries

Items (98)

Safer buses for passengers and pedestrians: Potential effectiveness of protective safety using in-depth data from Germany and India

2024-26-000401/16/2024

Public buses are considered as an important element in a sustainable transport strategy. The objectives of this study are to suggest potential protective safety interventions for mitigating injuries for bus passengers and pedestrian injuries in bus-to-pedestrian crashes, and to estimate their effectiveness in both, Germany, and India. The key countermeasures were pedestrian airbag, run-over protection and seatbelt use for bus passengers. This study used crash data from German In-depth Accident Study (GIDAS) and Road Accident Sampling System India (RASSI) databases. The effectiveness of the interventions was estimated with counterfactual analyses. Most moderate-to-critical bus occupant injuries in GIDAS were to the head caused by interior bus components. In the RASSI head injuries were also frequent, often due to bus interior, but also due to ejection and impact to ground or bus exterior. In bus-to-pedestrian crashes head injuries were frequent in both GIDAS and RASSI, predominantly due

Ranmal, Aarti, Jeppsson, Hanna, Strandroth, Johan, Lubbe, Nils

Car-based external airbag for bicyclist protection in side impacts

2022-01-103203/29/2022

Cyclist injuries and fatalities are a world-wide concern and often a consequence of interaction with cars. The MICA2 Project (Modelling of Interactions between Cyclists and Automobiles) is aimed at protecting bicyclists from getting hit by a passing car. This study addresses the need for new passive safety systems through the development and testing of a novel external car airbag. The airbag was designed to add protection to the center side part of the car, in the B-pillar area, to protect the head of a bicyclist impacting a car in this area. Two methods were used to evaluate performance of the system. For full system tests, a Hybrid III 50th percentile male dummy was seated on a city bike and projected into the side of a car at either 30º, 60º or 90º to the car side. In addition, component tests an adult pedestrian headform was launched towards the roof rail or B-pillar structure of the car. We found the highest injury risk in a perpendicular (90 degree) impact between the bicycle and

Carroll, Jolyon, Enanger, Mikael, Jeppsson, Hanna, Lubbe, Nils

In-Depth Analysis of Pedestrian-Vehicle Accidents Based on Chi-Square Test and Logistic Regression

2019-01-505011/04/2019

Taking the pedestrian-vehicle accidents in the China in-Depth Accident Study (CIDAS) database as a sample case, 13 accidents morphological parameters were selected from three aspects: human, vehicle and environmental factors, and their depth analysis was carried out to obtain their distribution law through the card. The chi-square test and logistic regression method are used to analyze the correlation between the injury severity of pedestrians and other accidental morphological parameters in pedestrian-vehicle accidents. The results show that there is no significant correlation between gender/season and injury severity of pedestrians. The age of pedestrians and the collision speed is the strongest correlation with injury severity of pedestrians. When a pedestrian is over 65 years old, the pedestrian height is in the range of 160-170cm, the collision speed is greater than 60 kilometers per hour, and the pedestrian speed is greater than 8 kilometers per hour, the probability of

Lian, Xiaowei, Deng, Jia, Li, Xudong, Cui, Fujun

Computational and Experimental Analysis of Head Injury Criteria (HIC) in Frontal Collision of Car with Pedestrian

2019-26-001601/09/2019

Road accident between pedestrian and motor vehicle causes severe injuries and even death of pedestrian. The accident statistics show that the possibility of injury to pedestrian is higher in case of collision with car on busy roads. In car and pedestrian collisions, the pedestrian’s head hits with car bonnet and suffer from multiple injuries such as skull fractures and brain injury. The role of car bonnet structural strength plays an important role in pedestrian head injury level. To provide enough structural strength the high bonnet thickness is provided with under bonnet stiffeners, however thick bonnet and stiffeners reduces deformation of the bonnet during collision and increases injury level to pedestrian. Hence optimum bonnet thickness, least number and geometry of stiffeners and enough structural strength is important for bonnet to reduce injury level. The aim of this study is to analyse the effect of car bonnet thickness, number and arrangement of under bonnet stiffeners on

Thombare, Dr. Dhananjay G

Ground Landing Mechanisms in Vehicle-To-Pedestrian Impacts Based on Accident Video Records

2018-01-104404/03/2018

Accident data have shown that the pedestrian injuries resulting from contact with the ground are serious and may even be worse than the injuries resulting from the primary contact with the vehicle. The landing mechanisms, including the pedestrian trajectory and subsequent sequential body region contacts to the ground, are the basis for understanding the ground impact injuries of pedestrians. However, the landing mechanisms of pedestrian are too complicated to be categorized via investigation of the collision information after an accident has occurred. Nowadays, pedestrian kinematics after vehicle impacts can be observed from the accident videos that have been recorded by road monitoring and driver recorders. This study was aimed at investigating the pedestrian landing mechanisms and analyzing the influencing factors. In the current study, 134 pedestrian cases (involving 136 pedestrians) were selected from the internet, and 13 types of landing mechanisms were classified according to the

Li, Quan, Han, Yong, Mizuno, Koji

Design of Front Structure of Vehicle for Pedestrian Headform Protection

2017-01-129803/28/2017

Vehicle Hood being the face of a passenger car poses the challenge to meet the regulatory and aesthetic requirements. Urge to make a saleable product makes aesthetics a primary condition. This eventually makes the role of structure optimization much more important. Pedestrian protection- a recent development in the Indian automotive industry, known for dynamics of cost competitive cars, has posed the challenge to make passenger cars meeting the regulation at minimal cost. The paper demonstrates structure optimization of hood and design of peripheral parts for meeting pedestrian protection performance keeping the focus on low cost of ownership. The paper discusses development of an in-house methodology for meeting Headform compliance of a flagship model of Maruti Suzuki India Ltd., providing detailed analysis of the procedure followed from introduction stage of regulatory requirement in the project to final validation of the engineering intent. The paper presents the impact of major

Yadav, Kamlesh, Sinha, Abhishek, Khurana, Rajdeep Singh

Association of Impact Velocity with Risks of Serious Injuries and Fatalities to Pedestrians in Commercial Truck-Pedestrian Accidents

2016-22-000711/07/2016

This study aimed to clarify the relationship between truck-pedestrian crash impact velocity and the risks of serious injury and fatality to pedestrians. We used micro and macro truck-pedestrian accident data from the Japanese Institute for Traffic Accident Research and Data Analysis (ITARDA) database. We classified vehicle type into five categories: heavy-duty trucks (gross vehicle weight [GVW] ≥11 × 103 kg [11 tons (t)], medium-duty trucks (5 × 103 kg [5 t] ≤ GVW < 11 × 103 kg [11 t]), light-duty trucks (GVW <5 × 103 kg [5 t]), box vans, and sedans. The fatality risk was ≤5% for light-duty trucks, box vans, and sedans at impact velocities ≤ 30 km/h and for medium-duty trucks at impact velocities ≤20 km/h. The fatality risk was ≤10% for heavy-duty trucks at impact velocities ≤10 km/h. Thus, fatality risk appears strongly associated with vehicle class. The results also revealed that a 10 km/h reduction in impact velocities could mitigate the severity of pedestrian injuries at impact

Matsui, Yasuhiro, Oikawa, Shoko, Sorimachi, Kazuhiro, Imanishi, Akira, Fujimura, Takeshi

Pre-Collision System for Toyota Safety Sense

2016-01-145804/05/2016

Toyota Safety Sense is a safety system package developed to help drivers avoid accident types with a high frequency of occurrence. This paper deals with pre-collision system which forms the core of Toyota Safety Sense, especially Toyota Safety Sense P which uses a combined sensor configuration consisting of a monocular camera paired with millimeter wave radar, in order to achieve both high recognition performance and reliability. The use of a wide-angle monocular camera, millimeter wave radar integrated in the front grill emblem, and a collision determination algorithm for pedestrian targets enabled the development of a pre-collision system comprising detection capability of crossing pedestrians. Toyota has developed warning and pre-collision brake assist for driver to assist in avoiding a collision effectively; In addition, Pre-collision brake has achieved high level of performance for the drivers who cannot avoid a collision. Conformance checking with field driving data from various

Ono, Ryuta, Ike, Wataru, Fukaya, Yuki

Design Optimization of Hood System for Pedestrian Headform Protection

2016-28-025002/01/2016

Hood is the closure provided in the frontal portion of the vehicle for covering the engine room. Any component disposed in the frontal portion of the vehicle becomes important because of aesthetic as well as regulatory requirements. Introduction of new regulations like pedestrian protection brings new challenges for the original equipment manufacturers and the governing authorities. Introduction of Pedestrian Protection regulation, a recent development in the automotive industry, has thrown several questions in front of original equipment manufacturers. This work explains the procedure to address such question and the learning associated with it. With an attempt to comply Pedestrian regulation, following were the major challenges: 1 Common Platform and Engine 2 High Hood Styling 3 Limited freedom to increase vehicle front overhang 4 Location of hood switch With above mentioned constraints, a team of design, evaluation and testing set forth its aim to make the Hood system pedestrian

Yadav, Kamlesh, Thakur, Ruhi

Risks of Serious Injuries and Fatalities of Cyclists Associated with Impact Velocities of Cars in Car-Cyclist Accidents in Japan

2015-22-001511/09/2015

The main purpose of this study is to define the relationship between the car impact velocity and serious injury risk or fatality risk of cyclists. The authors investigated the risks of serious injuries and fatalities of cyclists using vehicle-cyclist accident data from the database of the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. The vehicle types considered are sedans, mini vans, box vans, light passenger cars and light cargo vans. The results revealed that a 10-km/h decrease in the impact velocity could reduce the severe injury risk and fatality risk for impact velocities of 40 km/h or higher. Specifically, when the impact velocity was less than or equal to 30 km/h, the serious injury risks were less than 21% and the fatality risks were less than or equal to 1% for the above listed vehicle types. Therefore, if the Collision Damage Mitigation Braking System (CDMBS) equipped vehicles can perform its functions effectively so as to reduce the impact

Matsui, Yasuhiro, Oikawa, Shoko

Wrap Around Distance WAD of Pedestrian and Bicyclists and Relevance as Influence Parameter for Head Injuries

2015-01-146104/14/2015

During most pedestrian-vehicle crashes the car front impacts the pedestrian and the whole body wraps around the front shape of the car. This influences the head impact on the vehicle. Meanwhile the windscreen is a major impact point and tested in NCAP conditions. The severity of injuries is influenced by car impact speed; type of vehicle; stiffness and shape of the vehicle; nature of the front (such as the bumper height, bonnet height and length, windscreen frame); age and body height of the pedestrian; and standing position of the pedestrian relative to the vehicle front. The so called Wrap Around Distance WAD is one of the important measurements for the assessment of protection of pedestrians and of bicyclists as well because the kinematic of bicyclists is similar to that of pedestrians. For this study accidents of GIDAS were used to identify the importance of WAD for the resulting head injury severity of pedestrians and bicyclists. GIDAS (German In-Depth-Accident-Study) collects

Otte, Dietmar

Improvement and Validation of the Lower Limb and the Pelvis for a Pedestrian Dummy

2015-01-147104/14/2015

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

Asanuma, Hiroyuki, Takahashi, Yukou

Features of Fatal Cyclist Injuries in Vehicle-Versus-Cyclist Accidents in Japan

2015-01-141504/14/2015

Fatal injuries suffered by cyclists in vehicle-versus-cyclist accidents are investigated to provide information for the introduction of safety countermeasures. We analyzed characteristics of cyclist injuries in real fatal accidents and compared them with severity levels of head injury in impact tests against a road surface. In the accident analyses, we investigated the main body regions whose injuries led to fatalities using a macro vehicle-cyclist accident database of the Institute for Traffic Accident Research and Data Analysis of Japan. Using data from 2009 to 2013, we investigated the frequency of cyclist fatalities by gender, age group, vehicle speed, and the source of fatal head injury (impact with the vehicle or road surface). Results indicated that head injuries are the most common cause of cyclist fatalities in car-cyclist accidents. The results also indicated that the percentage of fatalities due to hip injuries was significantly higher for females than for males, and

Matsui, Yasuhiro, Oikawa, Shoko

FE Driven Pedestrian Friendly Front End Design and Its Correlation with Physical Test

2015-26-021201/14/2015

In the current competitive automobile market, with growing knowledge and concern for occupant and vulnerable road user safety, design & engineering of passenger cars in stipulated time is a challenge. As front styling is a crucial factor, early involvement of Computer Aided Engineering (CAE) through front loading helps reduce the product development time considerably with a pedestrian friendly engineered design. The present paper explains how initial inputs are given to styling & engineering teams during early stages of product development where availability of Computer Aided Design (CAD) data is minimal. Critical load paths were identified and shape of the front end was modified accordingly. Various locations of hinge mechanism were evaluated to reduce the severity of injury in the head impact zone. Sufficient gaps between the exterior surfaces and interior hard points were worked upon to reduce the impact values. Lower & upper energy absorbers for leg impact were proposed and tuned

Karani, Neerav, Malladi, Aditya, lingan Sr, Sridhar

Finite Element Analysis of Pedestrian-City Car Collisions to Assist Design of Pedestrian Friendly Front Structure

2014-01-202603/24/2014

Car-to-pedestrian collisions often cause serious injuries and deaths dramatically as pedestrians do not have any protection equipment. In order to design the front structure to be safer for pedestrians, it is necessary to understand kinematics and injury mechanisms of car-pedestrian collisions which can be obtained through the costly full-scale crash test of a dummy or a cadaver. Finite element simulations are an alternative mean which offer information of post-crash kinematics and injury mechanisms. This paper has presented finite element simulations of pedestrian-city car collisions by simulating legform impact test for assessment and validation. It has also been employed to simulate the full-scale pedestrian crash test. The post-crash kinematics and injury mechanisms of the pedestrian have been analysed. With the kinematics and injury information, the bumper beam of the front end of the car has been simply modified by introducing Al 6082 T6 to the bumper beam. The dynamics responses

Kongsakul, Wachirut, Carmai, Julaluk

Observations on Pedestrian Pre-Crash Reactions during Simulated Accidents

2013-22-000611/11/2013

Pedestrian protection systems, both active and passive systems, are being introduced in the EU and Japan to comply with regulatory requirements. Their designs are specific and, in general, reflect an accident scenario of the pedestrian being struck on the side by a vehicle traveling at a maximum travel speed of 40 kph. The present study is an effort to quantify the effects of pedestrian reaction prior to an accident and identify characteristics that may help minimize or prevent the pedestrian to vehicle interaction. Accident situations were simulated with volunteers using a non-impacting methodology. Fifty one reactions from 23 volunteers of two age groups were observed. Most of the volunteers were found to run, step-back or stop in fright in a dangerous situation. Volunteer speed was an important parameter which could help in differentiating these reactions. Age related differences were also observed, both for reaction strategy and reaction times. While the majority of young subjects

Soni, Anurag, Robert, Thomas, Rongiéras, Frédéric, Beillas, Philippe

Risks of Pedestrian Serious Injuries and Fatalities associated with Impact Velocities of Cars in Car-versus-pedestrian Accidents in Japan

2013-22-000811/11/2013

The first purpose of this study is to clarify the relation between the car impact velocity and pedestrian injury severity or mortality risk. We investigated the frequency of serious injuries and fatalities of pedestrians using vehicle-pedestrian accident data from the database of the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. The vehicle types considered are sedans, minivans, and box vans (ordinary automobiles) and light passenger cars and light cargo vans (light automobiles). The results revealed that a 10-km/h reduction in impact velocity could mitigate severe pedestrian injuries in cases involving impact velocities of 40 km/h or more for the five vehicle types analyzed. Specifically, if the impact velocity was 30 km/h or less, the frequency of serious injuries was less than 27% and the frequency of fatalities was less than 5% for the five vehicle types. Therefore, if the collision damage mitigation braking system (CDMBS) that uses a sensor to detect

Matsui, Yasuhiro, Oikawa, Shoko, Ando, Kenichi

Features of Fatal Pedestrian Injuries in Vehicle-to-Pedestrian Accidents in Japan

2013-01-077704/08/2013

The number of traffic deaths in Japan was 4,612 in 2011. Looking at the road accident fatalities, it revealed that pedestrians accounted for the highest number in 2011 (1,686, 36.6%). To develop safety countermeasures to decrease the severity of injuries and to reduce the number of deaths in traffic accidents, the detailed characteristics of pedestrian injury in vehicle-to-pedestrian crashes are necessary. The purpose of this study is to understand the scenarios of vehicle accidents in which pedestrians suffer fatal injuries. In the present study, we investigated the characteristics of pedestrian injuries in fatal crashes from accident analyses and compared them to head injury severity levels in impact tests against a road pavement and vehicle contact surfaces. In the accident analyses, we investigated the main body regions injured, that is, the most serious extent of injuries over the whole body of pedestrians by using macro vehicle-pedestrian accident data from database of the

Matsui, Yasuhiro, Doi, Tsutomu, Oikawa, Shoko, Ando, Kenichi

In-house Design and Development of Pedestrian Protection Test Rig

2013-26-002101/09/2013

Regulations on pedestrian safety have been introduced globally since the year 1990 and in India it will have to be met around the year 2016. Process of making vehicle compliant to this regulation requires rigorous design development and testing. Testing involves propelling head-forms (Child and Adult) on bonnet at 35 km/h and 40 km/h and leg-forms (Upper and Lower) on bumper at 40 km/h according to the different National / International / NCAP regulatory requirements A pedestrian protection test rig has been indigenously designed and developed in-house to perform pedestrian protection impact testing in-house. The paper describes the salient features of the pedestrian protection test rig, its functioning, operation and process of acquiring the data for determination of the values required by crash safety regulations.

Muhammed, Noufal, Abhishek, Kumar, Mohit, Tarwani, Mujawar, Zia

Research of the Relationship of Pedestrian Injury to Collision Speed, Car-type, Impact Location and Pedestrian Sizes using Human FE model (THUMS Version 4)

2012-22-000710/29/2012

Injuries in car to pedestrian collisions are affected by various factors such as the vehicle body type, pedestrian body size and impact location as well as the collision speed. This study aimed to investigate the influence of such factors taking a Finite Element (FE) approach. A total of 72 collision cases were simulated using three different vehicle FE models (Sedan, SUV, Mini-Van), three different pedestrian FE models (AM50, AF05, AM95), assuming two different impact locations (center and the corner of the bumper) and at four different collision speeds (20, 30, 40 and 50 km/h). The impact kinematics and the responses of the pedestrian model were validated against those in the literature prior to the simulations. The relationship between the collision speed and the predicted occurrence of head and chest injuries was examined for each case, analyzing the impact kinematics of the pedestrian against the vehicle body and resultant loading to the head and the chest. Strain based indicators

Watanabe, Ryosuke, Katsuhara, Tadasuke, Miyazaki, Hiroshi, Kitagawa, Yuichi, Yasuki, Tsuyoshi

Different Factors Influencing Post-crash Pedestrian Kinematics

2012-01-027104/16/2012

Pedestrian crashes are the most frequent cause of traffic-related fatalities worldwide. The high number of pedestrian accidents justifies more active research work on passive and active safety technology intended to mitigate pedestrian injuries. Post-impact pedestrian kinematics is complex and depends on various factors such as impact speed, height of the pedestrian, front-end profile of the striking vehicle and pedestrian posture, among others. The aim of this study is to investigate the main factors that determine post-crash pedestrian kinematics. The injury mechanism is also discussed. A detailed study of NASS-PCDS (National Automotive Sampling System - Pedestrian Crash Data Study, US, 1994-1998), showed that the vehicle-pedestrian interaction in frontal crashes can be categorized into four types: “Thrown forward”, “Wrapped position”, “Slid to windshield” and “Passed over vehicle”. A Principal Component Analysis (PCA) was performed and 11 independent factors were identified for

Kawabe, Yoshiko, Asai, Toshiyuki, Murakami, Daisuke, Pal, Chinmoy, Okabe, Tomosaburo

Evaluation of Vehicle Systems Structural Durability Using PSD Based Fatigue Life Approach

2012-01-095304/16/2012

In current competitive environment automobile industry is under heavy pressure to reduce time to market. First time right design is an important aspect to achieve the time and cost targets. CAE is a tool which helps designer to come up with first time right design. This also calls for high degree of confidence in CAE simulation results which can only be achieved by undertaking correlation exercises. In automobiles most of the structures are subjected to vibration from dynamic loads. All the dynamic road loads are random in nature and can be very easily expressed in terms of power spectral density functions. In the current scenario structural durability of the parts subjected to vibration is done partially through modal performance and partially though frequency response analysis. The only question that arises is what amplitude to use at what frequency and how to map all the accelerated tests dynamic load frequency spectrum to simulation domain. The paper describes a systematic and

Londhe, Abhijit, Kangde, Suhas, Moorthy, Narayana

Influence of Vehicle Front End Design on Pedestrian Lower Leg Performance for SUV Class Vehicle

2011-01-008404/12/2011

Accident statistics shows pedestrian accident fatalities as one of the important concerns globally. In view of this, new test protocols for pedestrian safety have been drafted in regulation as well as in consumer group. Also as per new ENCAP requirements, pedestrian safety assessment is used as one of the four assessment criteria's (Adult protection, child safety, pedestrian safety, safety assist) in deciding the overall vehicle safety. Hence today importance of pedestrian safety is perceived as never before in vehicle development program. Basically pedestrian safety evaluation involves subsystem level (head form, upper leg form and lower leg form) impact tests representing human body parts, at specific region on test vehicle with injury limits to decide the severity of impact. In general these injuries are governed by vehicle styling, vehicle stiffness, hard points clearances from vehicle exterior like bonnet, bumper etc. For head impact, design parameter that mainly control the

Bhagat, Milind, Chalipat, Sujit, Ranade, Amod

Development of a Legform Impactor with 4-DOF Knee-Joint for Pedestrian Safety Assessment in Omni-Direction Impacts

2011-01-008504/12/2011

The issue of car-to-pedestrian impact safety has received more and more attention. For leg protection, a legform impactor with 2 degrees-of-freedom (DOF) proposed by EEVC is required in current regulations for injury assessment, and the Japan Automobile Manufacturers Association Inc. (JAMA) and Japan Automobile Research Institute (JARI) have developed a more biofidelic pedestrian legform since 2000. However, studies show that those existing legforms may not be able to cover some car-to-pedestrian impact situations. This paper documents the development of a new pedestrian legform with 4 DOFs at the knee-joint. It can better represent the kinematics characteristics of human knee-joint, especially under loading conditions in omni-direction impacts. The design challenge is to solve the packaging problem, including design of the knee-joint mechanisms and layout of all the sensors in a limited space of the legform. Furthermore, reusable elements are used to achieve the joint stiffness

Huang, Jun, Nie, Bingbing, Zeng, Long, Xia, Yong, Zhou, Qing

Influence of Vehicle Front End Design on Pedestrian Lower Leg Performance for SUV Class Vehicle

2011-01-0084-TEST-REC04/12/2011

Bhagat, Milind, Chalipat, Sujit, Ranade, Amod

Design of “Lower Stiffener” for Controlling Pedestrian Lower Leg Injuries

2011-26-010001/19/2011

Pedestrian protection is becoming an increasingly important aspect in vehicle safety development across the globe. The two primary focus areas are protection to the head and the lower leg of the pedestrian in impacts with motor vehicles. This paper discusses the protection aspects for lower leg in pedestrian impacts. The pedestrian lower leg injuries are measured in the form of deceleration; bend angle and knee shear as stated in regulations. Careful study indicates that a minimum of two load paths namely the upper load path (to support the femur) and the lower load path (to support tibia) are required to control the above stated injuries. Careful optimization is required to balance the stiffness on both the load paths. This paper further focuses on the component optimization to achieve necessary stiffness along the lower load path for injury control. One of the lower load path usually consists of the bumper, “lower stiffener” and its fixing system. Several iteration were carried out

Karimullah, Shaikh, Gokhale, Ajit, Joshi, Samir, Chalipat, Sujit

ISO Headform Pedestrian Protection test results comparison at critical bonnet regions

2010-36-023610/06/2010

Test Protocols for pedestrian head protection in a car pedestrian accident have been discussed for several Technical Communities in order to identify ideal boundary test conditions to evaluate injury limits. With the purpose to harmonize with final Global Technical Regulation 9 for Pedestrian Protection published by ECE in January 2009, European New Car Assessment Program (ENCAP) has changed their Child and Adult headform weight and geometry boundary test conditions. However 5 Kph remains as difference between both protocols. This work presents a comparative head impact test analysis for both headform at ENCAP and GTR#9 boundary test conditions when performed at critical bonnet regions.

Pereira, Ney Q.

Influence of free space from rigid under hood components to bonnet external surface in Pedestrian Injuries when impacted by vehicles

2010-36-001310/06/2010

Hood development of internal structures in vehicles is an important alternative to minimize the injuries to pedestrians in case of a running over accident. In fact, according to Berg et al (2002), about 17% of head impacts occur on the hood. Moreover, according to Farooq and Schuster (2003), 62% of fatal injuries are caused by head trauma. This study focuses on evaluating the influence of free space between the hood and rigid components, considering cut out hood inner panel design, which is one of the geometries most commonly used by auto industries. The major advantage of this structure is its weight, leading, however, to small stiffness. Injuries to the head of a pedestrian is measured through a finite element model, in accordance with the European Committee for improvement in vehicle safety. There are several ways to measure the damage caused by the deceleration of the head. Here, the measure HIC (Head Injury Criteria), created by the NHTSA (National Highway Transport Safety

Ferreira, Anderson Sirolli, Driemeier, Larissa

Design Style Influence on Pedestrian Leg Impacts

2009-36-006710/06/2009

This paper presents a comparative analysis considering two different vehicle styling and a common energy absorber system. Based on the results, we will able to conclude about the Design Style influences on the pedestrian collisions because more than 70% of the pedestrian collision occurs in the front of the vehicle When we analyze pedestrian protection with focus on head impact, although the influence of hood geometries, material and thickness, generically a higher hood due to the under hood clearances helps on the results, but for leg impact, which is the influence on the results when a high vehicle is considered?

de Melo Baleki, Daniel, Ferreira, Anderson Sirolli

Development of Fender Attachment with Collapsible Brackets for Pedestrian Head Impact

2009-36-009310/06/2009

In order to reduce the injuries during the vehicle- pedestrian collisions some alternatives for energy absorption have been applied. On average 27% of the head impacts occur on the hood and fenders and generally a great part of these are fatal injuries. For this reason some alternatives to hood development have been applied to reduce the injuries. Depends on Vehicle Style the impact could occur straight on the fenders, so for this cases we need to provide enough free deformation space between fender catwalk and upper rail to absorb the kinetic energy from Head impact because is physically necessary the deformation of the external surface for the other internal components to reduce the HPC values. Most of Automotive Manufactures has been applied the deformable brackets between fender and rail with purpose to deform during the head impact and absorb the kinetic energy. This paper presents a comparative analysis for alternatives to optimize the catwalk geometries, deformable brackets

de Melo Baleki, Daniel, Ferreira, Anderson Sirolli

A Study on Head Injury Risk in Car-to-Pedestrian Collisions Using FE-Model

2009-01-226306/09/2009

Head injury is quite frequently occurred in car-to-pedestrian collisions, which often places an enormous burden to victims and society. To address head protection and understand the head injury mechanisms, in-depth accident investigation and accident reconstructions were conducted. A total of 6 passenger-cars to adult-pedestrian accidents were sampled from the in-depth accident investigation in Changsha China. Accidents were firstly reconstructed by using Multi-bodies (MBS) pedestrian and car models. The head impact conditions such as head impact velocity; position and orientation were calculated from MBS reconstructions, which were then employed to set the initial conditions in the simulation of a head model striking a windshield using Finite Element (FE) head and windshield models. The intracranial pressure and stress distribution of the FE head model were calculated and correlated with the injury outcomes. Reconstruction results show that the coup/contre-coup pressure, Von Mises

Chen, Yong, Yang, Jikuang, Xu, Wei, Yang, Jikuang, Xu, Wei

Estimation of Knee Ligament Injury Measures for a Pedestrian Dummy

2009-01-121204/20/2009

In order to enhance understanding of pedestrian injury mechanisms, full-body pedestrian dummies have been developed in past studies. The goal of this study was to estimate knee ligament injury measures for a pedestrian dummy based on the correlation between dummy and human responses. For estimating knee ligament force of the dummy approximating the average ligament failure, finite element (FE) human and dummy knee joint models were subjected to dynamic 4-point bending. The estimated measures for the modified dummy knee ligaments were 3.0, 0.5 and 1.1 kN for the MCL, PCL and ACL, respectively. A full-body FE dummy model was subjected to impacts from a small sedan and a Sport Utility Vehicle (SUV) for validating the estimated force levels. The results showed that the estimated dummy knee ligament force levels predicted failure of human knee ligaments that is likely to take place first when leg fractures are not present in impacts from a small sedan and a SUV.

Takahashi, Yukou, Okamoto, Masayoshi, Akiyama, Akihiko, Kikuchi, Yuji

A Comparative Study Between China and IHRA for the Vehicle-Pedestrian Impact

2009-01-120504/20/2009

A total of 200 detailed pedestrian accident cases of several areas in China were collected and analysed during last three years, the important information mainly include accident conditions, pedestrian information, human injury, vehicle injury sources, impact velocity, wrap around distance, and so on. The front shape of 37 passenger cars with high occupancy in domestic market involved in the accident cases were investigated and categorized into three groups: Sedan, SUV (Sport Utility Vehicle) and 1-Box (One Box Vehicle), so that the effect of vehicle front shapes on the pedestrian impact dynamics response and body injuries were studied. Then, the mathematical models for simulation of vehicle-pedestrian impact were developed using multi-body dynamics codes MADYMO to study response of pedestrian in vehicle-pedestrian impact. A parameter study was conducted under the conditions of different pedestrian size, impact velocities and vehicle shapes to determine and analyse the head impact

Huipeng, Chen, Lianxue, Fu, Heyue, Zheng

Efficient and Cost Effective Energy Absorbers for Automotive Bumper: A Novel Energy Absorber

2009-26-000901/21/2009

During recent years, the development of new vehicles has to cope with continuously emerging requirements, implemented by new legislation and consumer test (eg. EuroNCAP) to insure occupant and pedestrian protection as well as new insurance classification test to improve vehicle damageability and repairability. These conflicting requirements have pose significant challenge to car manufacturers and designers to tune the vehicle front styling to meet pedestrian norm at the same time reduce damage to vehicle structure to minimize repair cost. Today Indian automotive OEM's are expanding their arms in global platform and need to design compliant vehicle front structure to meet these regulations requirements. Bumper is the first component that will come in contact during pedestrian or car-to-car impact and has a main role in damping the impact and minimize the injury. This paper explores injection molded thermoplastic energy absorber solution to meet pedestrian safety. Effective energy

Kulkarni, Sandeep, Nagwanshi, Dhanendra, Bobba, Somasekhar

Influence of Impact Speed on Head and Brain Injury Outcome in Vulnerable Road User Impacts to the Car Hood

2007-22-000710/29/2007

EuroNCAP and regulations in Europe and Japan evaluate the pedestrian protection performance of cars. The test methods are similar and they all have requirements for the passive protection of the hood area at a pedestrian to car impact speed of 40 km/h. In Europe, a proposal for a second phase of the regulation mandates a brake-assist system along with passive requirements. The system assists the driver in optimizing the braking performance during panic braking, resulting in activation only when the driver brakes sufficiently. In a European study this was estimated to occur in about 50% of pedestrian accidents. A future system for brake assistance will likely include automatic braking, in response to a pre-crash sensor, to avoid or mitigate injuries of vulnerable road users. An important question is whether these systems will provide sufficient protection, or if a parallel, passive pedestrian protection system will be necessary. This study investigated the influence of impact speed on

Fredriksson, Rikard, Zhang, Liying, Boström, Ola, Yang, King

Finite Element Analysis of Pedestrian Lower Extremity Injuries in Car-to-Pedestrian Impacts

2007-01-075504/16/2007

In order to prevent lower extremity injuries to a pedestrian when struck by a car, it is important to elucidate the loadings from car front structures on the lower extremities and the injury mechanism caused by these loadings. In this study, using a human finite element (FE) model, a bending moment diagram and a stress diagram of tibia were introduced to examine the effects of loading from car structures. By the lower absorber of the car, the bending moment was distributed over the tibia with small moment at the upper tibia location that can reduce knee injury risk. Certain positions of the lower absorber reduced the tibia fracture risk. An FE analysis of a legform impact test using the TRL legform impactor was also conducted, and a relation was found between the injury criteria of the TRL legform impactor and the human FE model. High acceleration of the TRL legform impactor corresponded to the tibia fracture or MCL rupture of the human FE model.

Kuwahara, Sadayuki, Hosokawa, Toshio, Okada, Keita, Mizuno, Koji

Brightness to the Very Limit - Headlighting Sources With High Luminance - Mercury Free Xenon HID

2005-01-101104/11/2005

In recent years environmental-friendly Mercury free Xenon HID lamp - D3 and D4 respectively with and without integrated igniter - were introduced in the automotive headlighting market. This market introduction was primarily driven by an increased concern for the environment by all stakeholders in car industry including the end-users. Furthermore, ordered by public authorities world wide, via new environmental legislation rules, Mercury free Xenon HID lamps will take over an important part of the Xenon HID market in due time. Within this perspective this paper will give an overview about technical backgrounds of Mercury free Xenon HID lamp performance. Next to light technical aspects the electrical interfaces between lamp and electronic driver are included. Furthermore, new developments in terms of satisfying carmakers requests on environmental aspects, electromagnetic compatibility and application flexibility will be discussed. The paper can be seen as a follow up of the previous

Tiesler-Wittig, Helmut, Postma, Pieter, Spinger, Benno

Assessment of Pelvis and Upper Leg Injury Risk in Car-Pedestrian Collisions: Comparison of Accident Statistics, Impactor Tests and a Human Body Finite Element Model

2003-22-001910/27/2003

In this study, we first present a comparison between pelvis/upper leg injuries observed in real-world accidents as recorded in the database of the Medical University of Hanover, and the EEVC test results of corresponding cars as published by EuroNCAP. The fact that modern cars with rounded hood edges cause very few pelvis/upper leg injuries is discussed against the findings of the EEVC tests, where these cars do not perform significantly better than their older counterparts with sharper hood leading edges. This discrepancy could be due to the fact that the radius of the hood edge is not accounted for in the current version of the test protocol. In a second step, various impacts against several different simplified hood shapes were simulated using a detailed finite element model of a 50th percentile male pedestrian. The finite element model (THUMS) has been extensively validated against PMHS experiments in previous studies. The validated model affords detailed insight into pelvic and

Snedeker, Jess G., Muser, Markus H., Walz, Felix H.

Revision and Validation of Vehicle/Pedestrian Collision Analysis Method

2002-01-055003/04/2002

A comprehensive analysis method for assessing the vehicle impact speed in a vehicle/pedestrian collision was presented in an earlier publication (SAE #2000-01-0846) by the above authors [1]. This presented method provides a practical analytical approach for evaluating vehicle impact speed from the post-impact vehicle damage, pedestrian injuries and pedestrian throw distance. The applicability of this method to reconstructing real world vehicle/pedestrian collisions is examined. The results of this study indicate that the previously presented model can be used to assess a reasonable range for the vehicle impact speed in a vehicle/pedestrian collision. The regression model equations were revised to include the new data.

Toor, Amrit, Araszewski, Michael, Johal, Ravinder, Overgaard, Robert, Happer, Andrew

Foresight Vehicle: Using Accident Data to Develop Advanced Protection for Vulnerable Road Users (APVRU)

2002-01-112203/04/2002

It is well known that certain road user groups, especially pedestrians and cyclists, are more vulnerable to fatal and serious injury than others. For example, in 1999, 32,552 road users were killed on EU roads, of which, 6,196 (19%) were pedestrians and 1,886 (6%) were cyclists. Safety systems designed to afford vulnerable road user groups greater protection require accident data in order to support and guide their development, and also to quantify their potential benefit. As part of a project developing a sensing system for cars capable of detecting, and reacting to, the presence of a vulnerable road user, accident data from the UK, Europe, and other international sources were employed to identify common accident and injury types. For example, international data sources showed that when considering pedestrian injuries greater than or equal to AIS 2 (AAAM, 1990) injuries, the main body regions injured were the legs, 36%, the head, 29%, the chest, 11%, and the abdomen or pelvis, 13

McCarthy, M. G.

Conflict Simulation and Sensor Evaluation for the Advanced Protection of Vulnerable Road Users (APVRU) - A Foresight Vehicle Project

2002-01-082603/04/2002

Modelling of conflicts between cars and pedestrians is presented in the paper. The model looks at how the velocities and distances change over the time between the pedestrian when first sensed and a potential impact, taking account of how the vehicle speed may be changing due to braking, wheel slip etc. Further work is outlined looking at the probability of conflict resolution behaviour by drivers and pedestrians. The paper also reviews current sensor technology appropriate for detecting pedestrians in front of a moving vehicle. A sensor system is required that responds to the road environment in real-time, and intelligently analyses the data so as to predict potential collisions and determine the nature of such collisions. A detection system combining radar detection with passive infrared detection and classification is proposed as a possible solution, meeting the requirements determined by conflict modelling and a review of the operating environment. Whilst these technologies have

Kerr, Daniel S., Parker, Graham A., McLundie, William M.

Development of a Reusable, Rate-Sensitive Abdomen for the Hybrid III Family of Dummies

2001-22-000211/01/2001

The objective of this work was to develop a reusable, rate-sensitive dummy abdomen with abdominal injury assessment capability. The primary goal for the abdomen developed was to have good biofidelity in a variety of loading situations that might be encountered in an automotive collision. This paper presents a review of previous designs for crash dummy abdomens, a description of the development of the new abdomen, results of testing with the new abdomen and instrumentation, and suggestions for future work. The biomechanical response targets for the new abdomen were determined from tests of the mid abdomen done in a companion biomechanical study. The response of the abdominal insert is an aggregate response of the dummy’s entire abdominal area and does not address differences in upper versus lower abdominal response, solid versus hollow organs, or organ position or mobility. While the abdomen developed has demonstrated good biofidelity in rigid bar, seat belt and airbag loading

Rouhana, Stephen W., Elhagediab, Ali M., Walbridge, Anthony, Hardy, Warren N., Schneider, Lawrence W.

Pedestrian injury projection in Australia if vehicles achieved a higher pedestrian star rating

2001-06-018606/04/2001

Pedestrian tests are now included in vehicle crash testing carried out by Australian NCAP to the same procedure as EuroNCAP. Australia has a five year average of 338 pedestrians killed each year amounting to 18% of the total road toll, with many more admitted to hospital. Test data from EuroNCAP Pedestrian tests have been used to indicate the present likelihood of serious head injury to struck pedestrians. Predictions on serious head injury rates are made if the Australian vehicle fleet achieved a minimum of 3 star pedestrian rating or better by the EuroNCAP test and assessment protocols. Estimates of the number of years for the fleet to achieve a higher level of performance are made. Some locations of vehicle bonnet sites that cause high HIC readings are made for designers to take note of.

Coxon, Christopher G. M.

BIOFIDELITY OF TEST DEVICES AND VALIDITY OF INJURY CRITERIA FOR EVALUATING KNEE INJURIES TO PEDESTRIANS

2001-06-002106/04/2001

In the current test procedure proposed by the European Enhanced Vehicle-safety Committee (EEVC)/WG17 for evaluating leg injuries to pedestrians, a legform impactor with a rigid bony structure is used. The risk of damages to knee ligaments is evaluated with the shearing displacement and the bending angle at the knee joint. A recent study has focused on evaluating biofidelity of the legform. However, it was not possible to obtain a local deformation at the knee joint from published experiments with Post Mortem Human Subjects (PMHSs). In addition, past PMHS experiments have suggested that the height of a bumper significantly affects the risk of ligamentous damages. In this study, three kinds of finite element models were used in order to investigate the relationship between the bumper height and the shearing displacement / bending angle of the knee; 1) a legform impactor with a rigid bony structure, 2) a recently developed pedestrian dummy (Polar) with both a flexible tibia and a

Takahashi, Yukou, Kikuchi, Yuji

DEVELOPMENT OF A FINITE ELEMENT MODEL OF THE TOTAL HUMAN MODEL FOR SAFETY (THUMS) AND APPLICATION TO CAR-PEDESTRIAN IMPACTS

2001-06-005406/04/2001

“THUMS (Total Human Model for Safety)”, as shown in Figure 1, is a finite element model of a human body developed to study various injury mechanisms, and is used as a substitute for the crash test dummies used for car occupants and pedestrians. “THUMS” is designed so that the whole body can be deformed and modeled in detail up to an AM50%ile size. In this paper, “THUMS” is used as a pedestrian model and it is validated through the verification of pedestrian’s whole body kinematics and lower extremity injuries. The simulation results are in good agreement with car-pedestrian impact test results using cadavers.

Maeno, Tomoyuki, Hasegawa, Junji

IMPROVEMENTS TO PEDESTRIAN PROTECTION AS EXEMPLIFIED ON A STANDARD-SIZED CAR

2001-06-014306/04/2001

Despite the steadily declining number of pedestrian fatalities and injuries in most European countries during the recent decades, pedestrian protection is still of great importance in the European Union as well as in Germany. This is because they still constitute a large proportion of road user casualties and are more likely to suffer serious and fatal injuries than most other road users. In 1999 only car occupants suffered more fatal injuries than pedestrians in Germany. In December 1998, EEVC WG 17 completed their review and updating of the EEVC WG10 pedestrian test procedure that made it possible to evaluate the protection afforded to pedestrians by the front of passenger cars in an accident. Within the scope of this procedure four different impactors are used representing those parts of the body, which are injured very often and/or very seriously in vehicle-pedestrian-collisions. In a project executed by ika and BASt a small family car was tested according to the EEVC WG 17 test

Kalliske, Ingo, Friesen, Flavio

SUMMARY OF IHRA PEDESTRIAN SAFETY WG ACTIVITIES – PROPOSED TEST METHODS TO EVALUATE PEDESTRIAN PROTECTION AFORDED BY PASSENGER CARS

2001-06-013606/04/2001

The IHRA Pedestrian Working Group has conducted investigation and analysis on the current status of pedestrian accidents in the IHRA member countries. We collected the accident data that occurred by 1999, then unified the formats of the accident data and established a dataset that makes it possible to make comparison with each other. According to the current status of pedestrian accidents, three parts of the pedestrian’s body have the highest priority for protection, the child and adult heads, and the adult lower leg/knee. As for the motor vehicle, we determined which particular parts of the motor vehicle were involved, which pedestrian body parts they injured and the severity of the injuries, and analyzed the effect of their shapes, corresponding to the items above. It was decided that the test methods should be for motor vehicles for passenger use but not buses and coaches. The shapes of passenger cars were investigated and categorized by three groups, Sedan, SUV (Sport Utility

Mizuno, Yoshiuki, Ishikawa, Hirotoshi

A STUDY OF THE UPPER LEG COMPONENT TESTS COMPARED WITH PEDESTRIAN DUMMY TESTS

2001-06-023506/04/2001

The upper leg component test proposed by EEVC WG17 is one of the tools for the evaluation of upper leg injuries in pedestrian accidents. Meeting the injury criteria set by EEVC for the upper legform impact test is one of the biggest challenges we can find in the reports. This problem was studied in previous papers using simulation models or reconstruction of pedestrian accidents. The POLAR pedestrian dummy was constructed by HONDA R&D and GESAC INC., and some crash tests were conducted with it. The object of this study is to compare EEVC WG17 upper legform impact test conditions for utility vehicles with the full dummy test results. To reconstruct the deformation resulting from tests using the POLAR, the impact energy for the EEVC upper legform impact test should be decreased. Even the upper limit of 700J is too high. Accident data analysis shows that the pelvis is the body part injured by the bonnet leading edge of the utility vehicle. So the impact force should be mainly considered

Okamoto, Yutaka, Akiyama, Akihiko, Okamoto, Masayoshi, Kikuchi, Yuji

Speed Limit in City Area and Improvement of Vehicle Front Design for Pedestrian Impact Protection-A Computer Simulation Study

2001-06-022706/04/2001

This paper presented a part of results from an ongoing project for pedestrian protection, which is carried out at Chalmers University of Technology in Sweden. A validated pedestrian mathematical model was used in this study to simulate vehicle-pedestrian impacts. A large number of simulations have been carried out with various parameters. The injury-related parameters concerning head, chest, pelvis and lower extremities were calculated to evaluate the effect of impact speed and vehicle front structure on the risk of pedestrian injuries. The effect of following vehicle parameters was studied: stiffness of bumper, hood edge, hood top, windscreen frame, and shape of vehicle front structures. A parameter study was conducted by modelling vehicle-pedestrian impacts with various sizes of cars, mini vans, and light trucks. This choice represents the trends of new vehicle fleet and their frequency of involvement in real world accidents. The mechanical properties of the vehicle front were based

Yang, Jikuang, Liu, Xuejun, L\arvsund, Per, Tingvall, Claes, Lie, Anders, Larsson, Peter, Lekander, Thomas

Analysis of a Front Integration Frame

2001-01-075903/05/2001

The purpose of this article is to provide a methodology in analyzing the Front Integration Frame (FIF). Since this structure is a key component to closing out the Body in White, one needs to analyze this structure as a singular and integral part of the front body structure. A Design Verification and Report is a common methodology used to prove out a design before marketing. The more computer simulations that are adopted, in the analysis of the FIF before prototyping, the less revisions will be needed due to design failure.

Cottrell, Paul Edward

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