Browse Topic: Child restraint systems

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Effectiveness of the Load Legs in Enhancing the Passive Safety of Rear-Facing Child Seats in Frontal Crash2024-26-034301/16/2024
The passive safety performance of a child seat is modulated by the design features of the child seat and the vehicle interior. For example, in the rear-facing configuration, the child seat impacting front structures increases the head injury risk during a frontal crash. Therefore, this study evaluates the effectiveness of the load leg countermeasure in improving the child seat's overall kinematics and its capability to prevent the secondary impact on the vehicle interior structure in a severe frontal crash scenario. An in-depth, real-world crash investigation involving a properly installed rear-facing child seat impacting the center console is selected for the study where the infant sustained a severe brain injury. In addition, this crash is employed to choose the crash parameters for evaluating the effectiveness of the load leg countermeasure in a similar scenario. Finally, crash sled tests are conducted using the crash signature of the vehicle as obtained from the NHTSA NCAP rigid
Thorbole, Chandrashekhar
Development of Biomechanical Computational Models of Six-year-old Child Occupant with Different Sitting Postures and Application in the Study of Whiplash Injuries2022-01-105203/29/2022
Whiplash injury is one of the main types of child occupant neck injuries in traffic accident. With the development of intelligent cockpit, child occupants will engage in traffic operation in various sitting positions. Therefore, studying the mechanism and risk of whiplash injury of child occupants with different sitting postures has important application value for the research and development of child restraint system. In this study, the 120° and 135° sitting postures of six-year-old child occupant were developed based on the validated 105° sitting posture finite element model with detailed anatomical structure. The whiplash test in Euro NCAP was reconstructed to evaluate the influence of sitting position angle on the risk of whiplash injury. In the three groups of simulation experiments, the Upper Neck Tension (Fz) was far less than the higher limit of Euro NCAP evaluation although the Fz value increased as the upper torso angle increases. However, the Upper Neck Shear (Fx) and Neck
Li, Haiyan, Wang, Yanxin, He, Lijuan, Lv, Wenle, Cui, Shihai, Ruan, Jesse Shijie
Effects of Adjacent Vehicle Seat Positions on Child Restraint System (CRS) Performance in Side Impacts2022-01-102303/29/2022
Many modern vehicles allow consumers to adapt the vehicle environment to their families’ needs by folding or removing one or more rear row seats. It is currently unclear how different seat configurations affect child restraint systems (CRS) installed in adjacent seats. The objective is to quantify CRS performance in far side impacts when the seating position adjacent to the CRS is in its normal upright position, folded in half, or removed. Twelve tests were conducted. Second row seats from a recent model year minivan were obtained, including full size captain’s chairs from the outboard position and narrow, removable seats from the center position. Rear-facing (RF) and forward-facing (FF) CRS were installed one at a time in either the outboard or center position. The Q3s ATD was used for all tests. The seating position adjacent to the CRS was set in either the standard upright position, folded in half, or removed. Far-side impacts were conducted at 10° anterior of pure lateral at 25 g
Mansfield, Julie, Kang, Yun Seok
Innovative method of Child injury performance Optimization using Sled tests2021-26-000809/22/2021
¬¬¬Child injury performance evaluation is becoming critical part of almost all legal and consumer based vehicle safety evaluation protocols. Most of New CAR Assessment Protocols (NCAP) now have separate ratings exclusively to evaluate Child restraint system effectiveness and Child dummy performance under various crash testing modes. OEM’s have need and challenge of maximizing injury performance. Sled tests are conventionally used for tuning restraints like seat belts and airbags for driver and co driver under various frontal type test conditions. However second row seats are used for CRS/ Child injury performance evaluations. In the present study an attempt is made to simulate child injury performance of P3 dummy positioned on second row seat on defined child seat for 64 kmph frontal Offset deformed barrier type test confirming to Global NCAP. Sled pulses are carefully tuned to capture key injury patterns. Thence restraint parameters are tuned to improve child dummy injuries
Shanbhag, Ganesh
Safety Considerations of Carry-On Baggage Relating to the Emergency Evacuation of Transport Category AircraftARP4072A (Current)05/20/2021
This SAE Aerospace Recommended Practice (ARP) provides information and recommended guidelines for handling carry-on baggage prior to emergencies and during the emergency evacuation of transport category aircraft. Recommendations are provided on limiting the size, amount, and weight of carry-on baggage brought into the cabin, improved stowage of carry-on baggage to minimize hazards to passengers in flight and during emergency evacuations, and procedures to ensure carry-on baggage is not removed during an emergency evacuation.
S-9B Cabin Interiors and Furnishings Committee
Child Restraint Systems (CRS) with Minor Installation Incompatibilities in Far Side Impacts2021-01-091504/06/2021
Side impacts are disproportionately injurious for children compared to other crash directions. Far side impacts allow for substantial translation and rotation of child restraint systems (CRS) because the CRS does not typically interact with any adjacent structures. The goal of this study is to determine whether minor installation incompatibilities between CRS and vehicle seats cause safety issues in far side crashes. Four non-ideal CRS installation conditions were compared against control conditions having good fit. Two repetitions of each condition were run. The conditions tested were: 1) rear-facing (RF) CRS installed with a pool noodle to create proper recline angle, 2) RF CRS with narrow base, 3) forward-facing (FF) CRS with gap behind back near seat bight (i.e., vehicle seat angle too acute for CRS), 4) FF CRS with gap behind back near top of CRS (i.e., vehicle seat angle too obtuse for CRS). Second row captain’s chairs were set up at 10° anterior of lateral. A sled pulse target
Mansfield, Julie, Kwon, HyunJung, Kang, Yun Seok
Update on Second-Row Children Responses in Rear and Frontal Crashes with a Focus on the Potential Effect of Stiffening Front Seat Structures2020-01-121504/14/2020
NHTSA has recently been petitioned to address the protection of second-row children in rear crashes due front seatback performance. The protection of children is important. However, it is more complex than assessing front seat performance in rear impacts. Viano, Parenteau (2008 [1]) analyzed cases of serious-to-fatally injured (MAIS 3+F) children up to 7 years old in the second row in rear impacts involving 1990+ model year vehicles using 1997-2005 NASS-CDS. They observed that intrusion was an important factor pushing the child forward into the back of the front seat, B-pillar or other front structure. To help assess whether stiffening the front seats would be beneficial for second-row child safety, the 2008 study was updated using more recent data and model year vehicles. In the present study, 1997-2015 NASS-CDS data were analyzed for serious-to-fatally (MAIS 3+F) injured 0- to 7-year old children in the second row with 1994+ model year vehicles. First, the data were analyzed to
Parenteau, Chantal, Viano, David
AI Enhanced Methods for Virtual Prediction of Short Circuit in Full Vehicle Crash Scenarios2020-01-095004/14/2020
A new artificial intelligence (model order reduction) / finite element coupled approach will be presented for the risk assessment of battery fire during a car crash event. This approach combines standard crash finite element for the main car body with a reduced order model for the battery. Simulation is today used by automotive engineering teams to design lightweight vehicle bodies fulfilling vehicle safety regulations. Legislation is rapidly evolving to accommodate the growing electrical vehicle market share and is considering additional battery safety requirements. The focus is on avoiding internal short circuit due to internal damage within a cell which may result in a fire hazard. Assessing short circuit risk in CAE at the vehicle level is complex as there involves phenomena at different scales. The vehicle deforms on a macroscale level during the impact event. The battery cells deform locally and damage extremely thin components such as the separator, generating short circuits at
Dumon, Alexandre, Andres, Michael, Menegazzi, Stefano, Breitfuss, Christoph, Jimenez, Cristian, Chinesta, Francisco, Daim, Fatima, Tramecon, Alain
Create the Future Contest Idea Saving LivesTBMG-3616103/01/2020
The Create the Future Design Contest was launched in 2002 by the publishers of Tech Briefs magazine to help stimulate and reward engineering innovation. The annual event has attracted more than 14,000 product design ideas from engineers, entrepreneurs, and students worldwide.
Seatbelt Entanglement: Field Analysis, Countermeasure Development, and Subject Evaluation of Devices Intended to Reduce Risk2019-01-061904/02/2019
Since 2000, over 200 rear seat occupants have become entangled in the seatbelt when they inadvertently switched it from emergency locking mode (ELR) to automatic locking mode (ALR). Since a method is needed to lock the seatbelt when installing child restraint systems (CRS), the National Highway Traffic Safety Administration (NHTSA) commissioned tool, inc. to develop prototype devices that could reduce the risk of seatbelt entanglement resulting from the lockability requirement. A field analysis of entanglement incidents was first conducted to inform countermeasure design. Prototype devices were developed and evaluated through testing with volunteer subjects in comparison to standard seatbelt systems by assessing how different designs would be used to install CRS, the quality of the resulting installations, how users would disentangle a trapped child surrogate, as well as to identify volunteer experience when using the belts themselves. Four prototype devices were evaluated in two
Klinich, Kathleen DeSantis, Ebert, Sheila, Malik, Laura, Manary, Miriam A., Sidman, Jason, Liteplo, Bill
Evaluation of Harness Tightening Procedures for Child Restraint System (CRS) Sled Testing2019-01-061704/02/2019
Sled testing procedures should reflect a rigorous level of repeatability across trials and reproducibility across testing facilities. Currently, different testing facilities use various methods to set the harness tension for child restraint system (CRS) sled tests. The objective of this study is to identify which harness tightening procedure(s) produce tensions within a reasonable target range while showing adequate reproducibility, repeatability, and ease-of-use. Five harness tightening procedures were selected: A) FMVSS 213 procedure, B) a 3-prong tension gauge, C) ECE R44/R129 procedure, D) two finger method, and E) pinch test. Two CRS models were instrumented with a tension load cell in the harness system. Seven sled room operators were recruited to perform each of the five harness tightening procedures for ten repetitions apiece on both instrumented CRS using a Hybrid III 3-year-old. The static harness tension measured by the load cell was recorded after each procedure was
Mansfield, Julie, Baker, Gretchen, Bolte, John
The Effects of Inboard Shoulder Belt and Lap Belt Loadings on Chest Deflection2018-22-000211/12/2018
Chest injuries occur frequently in frontal collisions. During impact, tension in the lap belt is transferred to the inboard shoulder belt, which compresses the lower ribs of the occupant. In this research, inboard shoulder belt and lap belt geometries and forces were investigated to reduce chest deflection. First, the inboard shoulder belt geometry was changed by the lap/shoulder belt (L/S) junction for the rear seat occupant in sled tests using Hybrid III finite element simulation, sled tests and THOR simulation. As the L/S junction was closer to the ASIS (anterior superior iliac spine), chest deflection of the Hybrid III was smaller. The L/S junction around the ilium has the potential to reduce chest deflection without significant increase of head excursion. For THOR, although the chest deflection reduction effect due to closer L/S junction to the ASIS was observed, chest deflection was still substantially large since the lap belt overrode the ASIS. Second, measures to hook the ASIS
Mizuno, Koji, Yoshida, Ryoichi, Nakajima, Yutaka, Tanaka, Yoshihiko, Ishigaki, Ryota, Hosokawa, Naruyuki, Hitosugi, Masahito
Comparative Responses of the PIPER 6YO Human Body Model and the Q6 ATD for Simulated Frontal and Lateral ImpactsSC18-22-000611/12/2018
Abstract - Adult and pediatric human body models have focused on developing accurate representation of the human body in terms of anthropometry and kinetics/kinematics in correlation with published PMHS (Post-Mortem Human Subjects) data. This study focuses on comparing the PIPER 6-year-old human body finite element (FE) model with a Q6 FE model to generate comparable metrics. The FE models were simulated in a vehicle environment by positioning them on two different child booster seats with a 3-point lap-shoulder belt for frontal and lateral impacts. The overall kinematic response (head excursion) of the PIPER human body model (HBM) mimics the behavior of the Q6 ATD. However, there is a significant difference in the NIJ values between the PIPER HBM and Q6 ATD (minimum reduction of 67% in PIPER HBM). The head-neck complex of the PIPER is seen to be more flexible (minimum reduction of 12% in neck forces and 64% in neck moments) as compared to the Q6.
Sarfare, Shreyas, Maheshwari, Jalaj, Duong, Nhat, Belwadi, Aditya
Comparative protocol study between R44 and I-Size regulations for child restraint systems2018-36-012409/03/2018
Children tend to be victims of road accidents more often than is the case for adults. Children made up 2,5% of the total number of road fatalities in the EU countries in 2015 and about 15% of the world? population. They are at about a sixth regarding the risk of dying in a road accident of the average member of the population across the EU as a whole.[1] The European Union uses the R44.04 [2] homologation standard to assess child restraint systems (CRS), but in 2013 a new regulation was implemented called Enhanced Child Restraint Systems (ECRS) or UNECE R-129[3] The first step of this regulation, called Phase 1 or I-Size, adds new performance criterion and improved the requirements for the CRS related to safety by introducing side-impact protection, classification based on stature not mass, use of Isofix and mandatory rearward facing until 15 months. Both regulations have been used simultaneously since 2013. In this paper a comparison study was carried out to analyse the differences
Domenech, David, Parera, Nuria, Maturana, Gustavo
User’s Guide for the Six Month Old Infant Dummy (CRABI)J2854_201711 (Current)11/08/2017
The CRABI dummy was developed to evaluate small child restraint systems in automotive crash environments, in all directions of impact, with or without air bag interaction Basic anthropometry for this test device was taken from the University of Michigan Transportation Research Institute Report 85-23. Weight distribution and scaling methods for the infant were approved by the Society of Automotive (SAE) Infant Dummy Task Group. The dummy weighs 17.2 pounds and has a 26.4 inches standing or 17.3 inches sitting height. The Hybrid Ill-like neck and lumbar spine are laterally notched to reduce lateral stiffness The shoulders have flesh support for durability and human-like performance in areas where seatbelt webbing may be placed. In addition, rubber elements are used in each joint to improve biofidelity and to give the CRABI infant-like range of motion. The CRABI Six-Month-Old design meets all the SAE Infant Dummy Task Group anthropometry, biomechanical and instrumentation requirements
Dummy Testing and Equipment Committee
An Assessment of Inflatable Seatbelt Interaction and Compatibility with Rear-Facing-Only Child Restraint Systems2017-01-144503/28/2017
Ford Motor Company introduced the inflatable seatbelt system in 2011 and the system is now available in the second row of several Ford and Lincoln models. An important consideration is the interaction of the inflatable seatbelt system with child restraint systems (CRS). A comprehensive series of frontal impact sled tests, using a standardized test method, was conducted to compare the performance of rear-facing-only CRS installed using an inflatable seatbelt to the same CRS installed using a standard seatbelt. CRS models from several manufacturers in the North American market were tested both with and without their bases. CRABI 12 month old or Hybrid III 3 year old anthropomorphic test devices (ATD) were restrained in the CRS. The assessment included the ability to achieve a satisfactory installation with the inflatable seatbelt, comparisons of ATD and CRS kinematics, CRS system integrity, and comparisons of ATD responses. In all cases, acceptable installations of the CRS were achieved
Pline, Kevin, Board, Derek, Muralidharan, Nirmal, Sundararajan, Srinivasan, Eiswerth, Eric, Salciccioli, Katie, Baker, Noelle
Control of a Thermoelectric Cooling System for Vehicle Components and Payloads - Theory and Test2017-01-012603/28/2017
Hybrid vehicle embedded systems and payloads require progressively more accurate and versatile thermal control mechanisms and strategies capable of withstanding harsh environments and increasing power density. The division of the cargo and passenger compartments into convective thermal zones which are independently managed can lead to a manageable temperature control problem. This study investigates the performance of a Peltier-effect thermoelectric zone cooling system to regulate the temperature of target objects (e.g., electronic controllers, auxiliary computer equipment, etc) within ground vehicles. Multiple thermoelectric cooling modules (TEC) are integrated with convective cooling fans to provide chilled air for convective heat transfer from a robust, compact, and solid state device. A series of control strategies have been designed and evaluated to track a prescribed time-varying temperature profile while minimizing power consumption. The zone cooling device was tested within an
Finn, Joshua W., Wagner, John R.
Chicago Auto Show: All-new 2018 Ford Expedition gets aluminum body, 10-speed17AUTP03_0903/01/2017
When Ford Motor Co. leadership made the bold decision to invest in aluminum body structures for its F-Series pickups, they made sure the Expedition was integrated into the product plan. The resulting 2018 Expedition, unveiled February 7 in Dallas, shows the fruits of that wisdom. Still riding on a separate hydroformed-steel ladder frame (itself redesigned and CAE-optimized for greater strength and lower mass), the new eight-passenger SUV sheds up to 300 lb (136 kg) compared with the incumbent model. The mass reduction enabled Ford engineers to move to a single-solution powertrain format-the 3.5-L turbocharged V6 with auto stop-start and 10R80 10-speed automatic. No V8! Reducing curb weight also allowed the addition of a large panoramic sunroof system, typically a significant mass penalty.
Brooke, Lindsay
Passengers First Light Truck - A Modern Take on a Narrow Wake2016-01-133304/05/2016
Individuals in the United States consume twice as much energy as those in any other region. Solitary workday commutes in light vehicles are the leading reason for this difference. An electric vehicle design is proposed to help catalyze more social, higher occupancy, commuting habits - through application of existing technology. Performance criteria are: 1) attract passengers to the suburban front yard at 6:30 AM, 2) match market leading crash test performance, cargo capability, and sense of freedom, and 3) deliver easier parking, better acoustics and better passenger mile efficiency. A vehicle as a rolling event venue determines a large windscreen, side-by-side upright seating arrangements, and acoustic excellence -an experience where there are only good seats. These requirements force a decision to close the wake along a vertical line to form a narrow wake. The chassis is platform batteries with dual motor electric rear drive and undetermined front drive. Findings: 1 Narrow wake
Fontana, Edward C.
Development of a Comprehensive Validation Method for Dynamic Systems and Its Application on Vehicle Design2015-01-045204/14/2015
Simulation based design optimization has become the common practice in automotive product development. Increasing computer models are developed to simulate various dynamic systems. Before applying these models for product development, model validation needs to be conducted to assess their validity. In model validation, for the purpose of obtaining results successfully, it is vital to select or develop appropriate metrics for specific applications. For dynamic systems, one of the key obstacles of model validation is that most of the responses are functional, such as time history curves. This calls for the development of a metric that can evaluate the differences in terms of phase shift, magnitude and shape, which requires information from both time and frequency domain. And by representing time histories in frequency domain, more intuitive information can be obtained, such as magnitude-frequency and phase-frequency characteristics. However, Most of the existing metrics only focus on
Yang, Junqi, Zhan, Zhenfei, Chen, Chong, Shu, Yajing, Zheng, Ling, Yang, Ren-Jye, Fu, Yan, Barbat, Saeed
Injury Sources for Second Row Occupants in Frontal Crashes Considering Age and Restraint Condition Influence2015-01-145104/14/2015
The current study examined field data in order to document injury rates, injured body regions, and injury sources for persons seated in the second row of passenger vehicles. It was also intended to identify whether these varied with respect to age and restraint use in vehicles manufactured in recent years. Data from the 2007-2012 National Automotive Sampling System (NASS/CDS) was used to describe occupants seated in the second row of vehicles in frontal crashes. Injury plots, comparison of means and logistic regression analysis were used to seek factors associated with increased risk of injury. Restraint use reduced the risk of AIS ≥ 2 injury from approximately 1.8% to 5.8% overall. Seventy nine percent of the occupants in the weighted data set used either a lap and shoulder belt or child restraint system. The most frequently indicated injury source for persons with a MAIS ≥ 2 was “seat, back support”, across restraint conditions and for all but the youngest occupants. The factors most
Gudlur, Anand Sai, Atkinson, Theresa
Development of a Small Rear Facing Child Restraint System Virtual Surrogate to Evaluate CRS-to-Vehicle Interaction and Fitment2015-01-145704/14/2015
Automotive interior design optimization must balance the design of the vehicle seat and occupant space for safety, comfort and aesthetics with the accommodation of add-on restraint products such as child restraint systems (CRS). It is important to understand the range of CRS dimensions so that this balance can be successfully negotiated. CRS design is constantly changing. In particular, the introduction of side impact protection for CRS as well as emphasis on ease of CRS installation has likely changed key design points of many child restraints. This ever-changing target creates a challenge for vehicle manufacturers to assure their vehicle seats and occupant spaces are compatible with the range of CRS on the market. To date, there is no accepted method for quantifying the geometry of child seats such that new designs can be catalogued in a simple, straightforward way. In this project, we propose to quantify the geometry of a selection of CRSs currently on the market and develop an
Belwadi, Aditya, Hanna, Richard, Eagle, Audrey, Martinez, Daniel, Kleinert, Julie, Dahle, Eric
From Natural Language to Semi-Formal Notation Requirements for Automotive Safety2015-01-026504/14/2015
The standard ISO 26262 stipulates a “top-down” approach based on the process “V” model, by conducting a hazard analysis and risk assessment to determine the safety goals, and subsequently derives the safety requirements down to the appropriate element level. The specification of safety goals is targeted towards identified hazardous events, whereas the classification of safety requirements does not always turn out non-ambiguous. While requirement formalization turns out to be advantageous, the translation from natural language to semi-formal requirements, especially in context of ISO 26262, poses a problem. In this publication, a new approach for the formalization of safety requirements is introduced, targeting the demands of safety standard ISO 26262. Its part 8, clause 6 (“Specification and management of safety requirements”) has no dedicated work product to accomplish this challenging task. The five levels of requirements for writing safety requirements are distributed throughout the
Krammer, Martin, Stirgwolt, Philip, Martin, Helmut
Installed Positions of Child Restraint Systems in Vehicle Second Rows2015-01-145204/14/2015
This study documented the position and orientation of child restraint systems (CRS) installed in the second rows of vehicles, creating a database of 486 installations. Thirty-one different CRS were evaluated, selected to provide a range of manufacturers, sizes, types, and weight limits. Eleven CRS were rear-facing only, fourteen were convertibles, five were combination restraints, and one was a booster. Ten top-selling vehicles were selected to provide a range of manufacturers and body styles: four sedans, four SUVS, one minivan, and one wagon. CRS were marked with three reference points on each moving component. The contours and landmarks of each CRS were first measured in the laboratory. Vehicle interior contours, belt anchors, and LATCH anchors were measured using a similar process. Then each CRS was installed in a vehicle using LATCH according to manufacturers' directions, and the reference points of each CRS component were measured to document the installed orientation. Seven CRS
Klinich, Kathleen DeSantis, Boyle, Kyle, Malik, Laura, Manary, Miriam, Hu, Jingwen
Securing Child Restraint Systems in Motor VehiclesJ1819_201503 (Current)03/27/2015
The scope of this SAE Recommended Practice is to promote compatibility between child restraint systems and vehicle seats and seat belts. Design guidelines are provided to vehicle manufacturers for certain characteristics of seats and seat belts, and to child restraint system (CRS) manufacturers for corresponding CRS features so that each can be made more compatible with the other. The Child Restraint System Accommodation Fixture, shown in Figure 1, is used to represent a CRS to the designers of both the vehicle interior and the CRS for evaluation of each product for compatibility with the other. The features of the accommodation fixture are described as each is used. A CRS accommodation template of transparent plastic, not shown, represents the side of the accommodation fixture for use in approximating its installed position on design drawings.
Children's Restraint Systems Committee
Implementation and importance of ISOFIX and Latch System in the Brazilian Automotive Market2014-36-016509/30/2014
The increase in crash tests done for independent entities of consumer protection, such as the Euro NCAP (Europe) or IIHS (United States) have shown increasingly importance for safety regarding the occupant protection. The consumer of the automotive market in developed countries, as United States or countries of European Union for example, they seek for a safer vehicle when buying a new one. On the other hand in Brazil, the consumer does not have the culture of buying a vehicle thinking in safety performance, but they choose the cars because of body style and accessories. The regulation of the Brazilian government's obligation to Air Bag and ABS brakes for all vehicles produced in the country from January 2014 and the INOVAR AUTO program, aims to bring more safety to vehicles produced in the country. And certainly the ISOFIX system will be one of the items that should be implemented in the coming years, because the government agency INMETRO, has made the rules for child seats with
Marcial, Mauro, Pereira, André Luiz, Jr, Eduardo Orfale, Freitas, Rodrigo Martins, Yamada, William
Vibration Effect Investigation in Baby Car Seats and Automobile Seats2014-01-046204/01/2014
Vibration is both a source of discomfort and a possible risk to human health. There have been numerous studies and knowledge exists regarding the vibrational behavior of vehicle seats on adult human occupants. Children are more and more becoming regular passengers in the vehicle. However, very little knowledge available regarding the vibrational behavior of child safety seats for children. Therefore, the objective of this study was to measure the vibrations in three different baby car seats and to compare these to the vibrations at the interface between the driver and the automobile seat. The test was performed on the National road at the average speed of 70 km/h and acceleration levels were recorded for about 350 Sec (5.83 min). One male driver considered as an adult occupant and a dummy having a mass of 9 kg was representing one year old baby. Four accelerometers were used to measure the vibration. All measured accelerations were relative to the vertical direction. Vibration Analysis
Park, Se Jin, Min, Seung Nam, Subramaniyam, Murali, Lee, Heeran, Kim, Dong Gyun, Hong, Cheol Pyo
Development of 6 Years Old Child Virtual Model by Automatic Scaling2014-01-202803/24/2014
Traffic accidents cause one of the highest numbers of severe injuries in the whole population. The numbers of deaths or seriously injured citizens prove that traffic accidents and their consequences are still a serious problem to be solved. A lot of effort is devoted to both passive and active safety systems development. The transportation standards usually define safety requirements by regulations (e.g. ECE-R94, 96/79/EC and ECE-R95, 96/27/EC in Europe) with specific dummies for children to be used. The dummies include hardware sensors for monitoring accelerations, loads and other signals and each dummy is developed for a specific scenario, but there are limitations of these dummies, such as only a specific age or calibration just for a specific test. Taking into account that the consequence of a traffic accident is highly influenced by the stature of the body, virtual human body models, including those for children, start to play a significant role because they can be scaled or even
Hyncik, Ludek, Manas, Jaroslav, Spicka, Jan, Spirk, Stanislav, Kovar, Ludek
Vehicle Restraint System Optimization for Frontal Impact2013-36-047310/07/2013
The Brazilian Automotive regulations that are aimed towards the safety of drivers, passengers and pedestrians have gone through recent changes to prevent and/or minimize injury and trauma from different types of accidents. Until now, National Traffic Council (CONTRAN) Resolution n° 14/98 required vehicles to only have safety belts for an occupant restraint system, and frontal airbags were not required. Since the recent CONTRAN n° 311/09 Resolution requires mandatory frontal airbags, the occupant restraint system must be tuned due to the interaction with different components that may make up the system, like safety belts with pretensioners and seatbelt load limiting devices. The present study was developed to optimize the restraint system of a current vehicle in production, while focusing on minimizing the vehicle complexity. The optimization tool helped to develop a robust restraint system for the frontal passenger during a frontal impact [1]. The numerical computational model created
Rosa, Mateus A. Santa, Callaghan, Brian, Guido, Carlos A. Prado, de Lima, Anderson
SAE Child Passenger Safety GlossaryJ2939_201304 (Historical)04/09/2013
Children's Restraint Systems Committee
Evaluation of Proposed Protocols for Assessing Vehicle LATCH System Usability2013-01-115504/08/2013
This project assessed current or proposed protocols for improving the usability of LATCH (Lower Anchors and Tethers for Children). LATCH hardware in the left second-row position of 98 2011 or 2010 model-year vehicles was evaluated using ISO and SAE LATCH usability rating guidelines. Child restraint/vehicle interaction was assessed using ISO and NHTSA proposed procedures. ISO ratings of vehicle LATCH usability ranged from 41% to 78%, while vehicles assessed using the SAE draft recommended practice met between 2 and all 10 of the recommendations that apply to all vehicles. There was a weak relationship between vehicle ISO usability ratings and the number of SAE recommended practices met by a vehicle. Twenty vehicles with a range of vehicle features were assessed using the ISO vehicle-child restraint form and 7 child restraints; ISO vehicle-child restraint interaction scores ranged from 14% to 86%. Twelve vehicles and 7 child restraints were evaluated using the proposed NHTSA fit criteria
Klinich, Kathleen D., Manary, Miriam, Flannagan, Carol, Moore, Jamie, Jermakian, Jessica
Frontal Crash Protection Performance of Integrated Child Safety Seat2013-01-116004/08/2013
Child Restraint Systems (CRS), when used properly, can effectively avoid or reduce injury for children in motor vehicle crashes. To deal with the problems of the high rate of misuse of the CRS and submarining in frontal crashes when child occupants using traditional vehicle seat belts, a novel integrated child safety seat (ICSS) with a four-point seat belt and a ring-shaped lap belt was developed in this study. It is easy to operate and has lower rate of misuse. To study the protection performance of the newly developed ICSS in frontal crashes, a sled test and a series of simulations were conducted. The frontal impact sled test was conducted according to the European regulation ECE R44, which includes a Q6 anthropomorphic test device (ATD) and the impact velocity is 50 km/h. The simulation model included the ICSS model and the Q6 ATD model was developed in the MADYMO software, and the simulation model was validated by the sled test. Simulation results showed that the injury parameters
Cao, Libo, Zhang, Ruifeng, Chen, Huiqin, Zhao, Xianyang
A Study on the Quality Assurance for Stable Performance of Passenger Side Airbag2013-01-007903/25/2013
The FMVSS 208 advanced air bag rule has brought new technologies into the automotive industry. Low Risk Deployment, Suppression, or a combination of both, have prevailed in the industry to meet the right front passenger requirements for FMVSS 208 compliance. This rule provides the options to conduct low risk deployment (LRD) airbag tests with a 12-months-old infant dummy riding in a rear facing child seat and child dummies representing 3 years and 6 years old children. If the LRD tests do not meet the injury criteria set by NHTSA, vehicle manufacturers have to choose the another option for the suppressing airbag system when infants or children are present at the passenger seat. But this suppressing systems is not the cost effective method, also, contains potential quality problem such as misrecognition passenger age. Thus, the car makers start to choose LRD requirement option and develop new LRD passenger airbag system. A low risk deployment passenger airbag system has been developed
Kim, Hyun
Seat Belt Restraint System Hardware - Glossary of TermsJ1803_201301 (Historical)01/08/2013
This SAE Recommended Practice provides a Glossary of Terms commonly used to describe Seat Belt Restraint Systems Hardware and their function. These terms are currently defined in various SAE Recommended Practices but are sometimes inconsistent. It is intended for this document to supersede the definitions found in separate SAE Recommended Practices.
Seat Belt Systems Standards Committee
Reconstruction Tests Design to Support the Correlation of Real Injuries with Dummy Readings2012-36-045610/02/2012
From the many sub-tasks of the four study areas of the EC CASPER project, this paper presents the following point: • Child protection improvements as a result of accident reconstructions and development of injury risk curves. The first step in achieving this aim was to collect real world in-depth road accident data involving restrained children, with injuries systematically coded using the AIS (Abbreviated Injury Scale, AAAM 1998). This activity identified the priority body regions to be protected (therefore requiring injury risk curves) and provided cases to be reconstructed in full scale crash tests. In such reconstructions dummy readings were correlated with the occupants' injuries in the real accident to develop injury risk curves (after validation checks for crash severity and dummy kinematics). At the same time, online and field surveys were carried out to identify the safety of children when travelling in cars. These sociological studies provided information to identify the
Longton, Alejandro, Lesire, Philippe, Johannsen, Heiko, Beillas, Philippe, Fiorentino, Anita, Kirk, Alan, Ferrer, Adria
Development of a Preliminary 6-Year-Old Child FE Model for Crashworthiness Assessment2012-36-018710/02/2012
In recent years, a large number of studies and researches have been developed focusing on occupant protection during vehicular collisions. In this context, it is growing the interest on the monitoring of children's kinematics and injuries mechanisms due to automotive crashes. Further, Euro NCAP intends to introduce dynamic tests for older children introducing Q6 in the new protocols by 2015. Focusing on children safety and in those new requirements it was developed a computational dummy using finite elements method. The 6-years-old dummy developed provides numerical simulation results which support the assessments of the child's dynamic in a vehicular accident. Since the numerical model of the 6-year-old child is under development at the moment, a preliminary study of a numerical child dummy was performed, based on the hybrid III midsize adult male dummy which was scaled and balanced to reach the 6-year-old dummy dimensions, masses and inertias. Firstly, the child dummy model is used
de Lima, Anderson
Anchorage Provisions for Installation of Child Restraint Tether Straps in Rear Seating PositionsJ1369_201208 (Current)08/06/2012
This SAE Recommended Practice provides design guidelines to vehicle manufacturers by establishing the characteristics of top tether anchorage provisions required for securing child restraints so equipped in forward facing rearmost designated passenger seating positions of all passenger cars, multipurpose passenger vehicles, and trucks and buses of 4500 kg (10 000 lb) Gross Vehicle Weight Rating or less, accommodating six occupants or less. Further, it provides interface information to child restraint manufacturers.
Children's Restraint Systems Committee
Headform Impact Tests to Assess Energy Management of Seat Back Contact Points Associated with Head Injury for Pediatric Occupants2012-01-056104/16/2012
Head injuries are the most common injuries sustained by children in motor vehicle crashes regardless of age, restraint and crash direction. Previous research identified the front seat back as relevant contact point associated with head injuries sustained by restrained rear seated child occupants. The objective of this study was to conduct a test series of headform impacts to seat backs to evaluate the energy management characteristics of relevant contact points for pediatric head injury. A total of eight seats were tested: two each of 2007 Ford Focus, Toyota Corolla, 2006 Volvo S40, and 2008 Volkswagen Golf. Five to six contact points were chosen for each unique seat model guided by contact locations determined from real world crashes. Each vehicle seat was rigidly mounted in the center track position with the seatback angle adjusted to 70 degrees above the horizontal. A 3.5 kg child pedestrian headform was fired at a velocity of 24 km/h (6.67 m/s) in accordance to FMVSS 201 at 22
Arbogast, Kristy B., Maltese, Matthew R., Locey, Caitlin, Bohman, Katarina
Injury Risk Investigation of the Small, Rear-seat Occupant in Side Impact2012-01-009204/16/2012
For children seated next to the struck side, real-world crash outcome was determined for the rear-seat of passenger vehicles over the entire range of side impact crash severities. The method was first to calculate the actual risk for an occupant based on field data. The data sources were non-rollover, tow-away crashes from the 1997 - 2009 National Automotive Sampling System. By limiting the struck passenger vehicle to model year 1985 or newer, field data were identified for a total of 588 children. In all crashes, the child was seated in the rear-seat area on the struck side of the passenger vehicle. A matrix of MADYMO model simulations calculated the response of child dummies over the entire range of the field data. Age-dependent, moderate-to-serious (AIS ≥ 2) injury risk curves were derived and evaluated for children in side impact. Risks to the children were calculated by combining the derived child risk curves with the MADYMO model simulations. The evaluations were conducted from
Morgan, Richard M., Scullion, Paul, Nix, Lilly, Kan, Cing-Dao, Nagabhushana, Vinay, Shanks, Kurt, Tangirala, Ravi
A Study of Rear Seat 6-year-old Dummy Kinematics in Offset Frontal Crashes2012-01-008004/16/2012
Occupant protection performance in frontal crashes has been developed and assessed for mainly front seat occupants over many years, and in recent years protection of rear seat occupants has also been extensively discussed. Unlike the front seats, the rear seats are often occupied by children seated in rear- facing or forward - facing child restraint systems, or booster seats. In the European New Car Assessment Program (NCAP), child occupant protection assessments using 18-month-old and 3-year-old test dummies in the rear seat are already being conducted. In addition, studies are under way concerning the development and introduction of test dummies of 6-year-old (6YO) and 10.5-year-old children. In this study, we focused on 6-year-old children sitting in belt-positioning booster seats. Offset frontal crash tests were conducted using two types of test dummies, a Hybrid III 6YO and a 6YO Q-series dummy (Q6), positioned in the rear seat. The Hybrid III 6YO and Q6 were used to compare dummy
Deguchi, Takashi, Yamaguchi, Akira, Tatsu, Kaoru, Okabe, Tomosaburo
Child Dummies Restrained by an ISOFIX CRS and a Universal CRS in Different Crash Pulses and the Effect of a Crash Pulse on Dummy Accelerations2012-01-008504/16/2012
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
Hu, Jia, Ma, Jianyong, Fang, Jia
Dimensional Compatibility of Child Restraint Systems and Passenger Seat Systems in Civil Transport AirplanesARP4466A (Current)11/28/2011
This document provides guidance to promote dimensional compatibility between forward facing passenger seat systems in civil transport airplanes and child restraint systems developed primarily for use in automobiles.
Aircraft SEAT Committee
Head Impact Mechanisms of a Child Occupant Seated in a Child Restraint System as Determined by Impact Testing2011-22-000611/07/2011
In side collision accidents, the head is the most frequently injured body region for child occupants seated in a child restraint system (CRS). Accident analyses show that a child's head can move out of the CRS shell, make hard contact with the vehicle interior, and thus sustain serious injuries. In order to improve child head protection in side collisions, it is necessary to understand the injury mechanism of a child in the CRS whose head makes contact with the vehicle interior. In this research, an SUV-to-car oblique side crash test was conducted to reconstruct such head contacts. A Q3s child dummy was seated in a CRS in the rear seat of the target car. The Q3s child dummy's head moved out beyond the CRS side wing, moved laterally, and made contact with the side window glass and the doorsill. It was demonstrated that the hard head contact, which produced a high HIC value, could occur in side collisions. A series of sled tests was carried out to reproduce the dummy kinematic behavior
Yoshida, Ryoichi, Okada, Hiroshi, Nomura, Mitsunori, Mizuno, Koji, Tanaka, Yoshinori, Hosokawa, Naruyuki
Response of Hybrid III 3YO Installed in Group I and Group II Child Restraint System (CRS) Subjected to Dynamic Tests According to ECE R 44 / ABNT NBR 144002011-36-001510/04/2011
Many Child Restraint Systems (CRSs) models are available in the market; several are developed to accommodate different mass group children. There is overlap among the mass groups and as consequence the same child can use a different mass group CRS. The purpose of this paper is to compare the Hybrid III 3-Yearold dummy kinematic in a dynamic test similar to ECE R 44 (1) with the same CRS design installed according to Group I (five points harness) and installed according to Group II (vehicle's three point safety belt). The chosen CRS is certified for Brazilian market according to INMETRO administrative rule 38 (2) and is anchored to the vehicle by its three point safety belt according to the CRS manufacturer's recommendation (owner's manual). The dynamic tests will be performed on a Servo Hydraulic Sled. The vehicle body, seats, safety belt and dummy installed to the CRS will be subjected to the ECE R 44 standard acceleration vs. time curve. The harness loads and vehicle safety belt
Gouvea, Marco Aurelio, Arruda, Celso
The Effectiveness of Curtain Side Air Bags in Side Impact Crashes2011-01-010404/12/2011
Accident data show that the head and the chest are the most frequently injured body regions in side impact fatal accidents. Curtain side air bag (CSA) and thorax side air bag (SAB) have been installed by manufacturers for the protection devices for these injuries. In this research, first we studied the recent side impact accident data in Japan and verified that the head and chest continued to be the most frequently injured body regions in fatal accidents. Second, we studied the occupant seating postures in vehicles on the roads, and found from the vehicle's side view that the head location of 56% of the drivers was in line or overlapped with the vehicle's B-pillar. This observation suggests that in side collisions head injuries may occur frequently due to contacts with the B-pillar. Third, we conducted a side impact test series for struck vehicles with and without CSA and SAB. The tests were conducted based on the specifications of Regulation ECE/R95 except for the dummy seating
Tanaka, Yoshinori, Yonezawa, Hideki, Hosokawa, Naruyuki, Matsui, Yasuhiro
Measurement of the Contour and Deflection of Vehicle Seats for Comparison with the FMVSS 213 Dynamic Test Bench2011-01-026504/12/2011
Federal Motor Vehicle Safety Standard (FMVSS) 213 specifies a bench seat that is used in dynamic testing of child restraint systems. To assess the representativeness of the FMVSS 213 bench, data from 54 passenger cars, minivans, and SUVs were analyzed to quantify the side-view profile of the seat centerlines in second-row, outboard seats. SAE J826 H-point measurements were performed on all seats and on the FMVSS 213 bench. A landmark-based resampling method was used to obtain a meaningful average seat contour after aligning on H-point. Principal component analysis and regression were conducted to quantify the effects of seat cushion angle, cushion length, and back angle on the seat profile. When aligned on H-point, the cushion length and surface angles of the FMVSS 213 bench were similar to the mean contour, except that no seats were as flat as the bench profile. However, the FMVSS 213 bench was softer than 93 percent of the vehicle seats, as measured by the depth of penetration of the
Reed, Matthew P.
Occupant Restraint System Evaluation - Passenger Cars and Light-Duty TrucksJ128_201103 (Current)03/22/2011
This SAE Information Report discusses the significant factors which measure the effectiveness of the total occupant restraint system in commonly encountered collision configurations. The total system includes the components which affect occupant injury by influencing the manner in which the collision energy management is accomplished. In addition to the elements that contribute to impact attenuation, consideration must be given to factors that encourage maximum use, such as comfort, reliability, appearance, and convenience. Hence, system evaluation necessarily involves consideration of the complete vehicle.
Occupant Protection and Biomechanics Steering Committee
SIZE INDIA- Anthropometric Size Measurement of Indian Driving Population2011-26-010801/19/2011
Anthropometric data of a country is vital database for automotive design and other design applications. It is also an important parameter in population studies. Most developed countries have invested resources over the years to develop such a database and this information is accessed by many OEMs and major Design Houses. However, an updated and comprehensive Anthropometry of Indian Population is largely unknown. In the past, a few institutions have done projects to bring out a picture of the Indian Anthropometry. However, keeping in view the rapid industrialization and increase of India-specific designs which require an access to latest Anthropometric database, the project “SIZE INDIA” has been initiated. For the first time in India, a state of the art 3D Whole body scanner technology has been used and thereby large volume of data has been generated in a very short span of time. The project will provide 3D whole body scan data and digital images of hand and feet of more than 5000
Kulkarni, Dileep, S, Ranjan, Chitodkar, Vivek, Gurjar, Varada, Ghaisas, C. V., Mannikar, A. V.
Child Restraint Anchorages and Attachment HardwareJ1368_200912 (Current)12/03/2009
The purpose of this SAE Recommended Practice is to provide design guidelines to vehicle manufacturers by establishing characteristics of anchorages and attachment hardware provisions at the passenger front seat outboard seating location for securing a child seating system in vehicles equipped with automatic (passive) restraint systems that are not suitable for use with a child seating system. Further, it is intended to provide interface information to child restraint manufacturers. The anchorage and hardware configuration and location as well as interface parameters are described along with performance and identification requirements.
Children's Restraint Systems Committee
Safety Considerations of Carry-On Baggage Relating to the Emergency Evacuation of Transport Category AircraftARP4072 (Historical)08/04/2009
This SAE Aerospace Recommended Practice (ARP) provides information and recommended guidelines for handling carry-on baggage prior to emergencies and during the emergency evacuation of transport category aircraft. Recommendations are provided on limiting the size, amount, and weight of carry-on baggage brought into the cabin, improved stowage of carry-on baggage to minimize hazards to passengers in flight and during emergency evacuations, and procedures to ensure carry-on baggage is not removed during an emergency evacuation.
S-9B Cabin Interiors and Furnishings Committee
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