Browse Topic: Child restraint systems

Items (173)
Find
Safety Considerations of Carry-On Baggage Relating to the Emergency Evacuation of Transport Category AircraftARP4072A (Current)5/20/2021
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
Create the Future Contest Idea Saving LivesTBMG-361613/1/2020
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.
Facility Focus: National Science FoundationTBMG-3543611/1/2019
After World War II, President Franklin D. Roosevelt envisioned a world with a brighter future than the preceding decades — one in which science and technology could create more productive, more fulfilling lives for all Americans. To plan that scientific future, the nation’s first science agency was created to transition the wartime R&D experience — which yielded new discoveries such as penicillin, radar, and the atom bomb — to peacetime. In 1950, President Harry S. Truman signed the National Science Foundation Act to “promote the progress of science; to advance the national health, prosperity, and welfare; to secure the national defense; and for other purposes” to continue this legacy.
Evaluation of Harness Tightening Procedures for Child Restraint System (CRS) Sled Testing2019-01-06174/2/2019
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 completed. Data were analyzed for mean, variance, reproducibility, and repeatability. Operator feedback surveys were used to quantify ease-of-use. The ECE R44/R129 procedure produced harness tensions which were quite low. The two finger procedure produced the highest tensions while the 3-prong tension gauge, pinch test, and FMVSS 213 procedures produced mid-level tensions. Poor repeatability was apparent for all five harness tightening procedures. The FMVSS 213 method ranked lowest for ease-of-use. Operators preferred using the 3-prong gauge, two finger method, and pinch test. The load cell readings were sensitive to the order and direction in which the operators adjusted the harness components. High amounts of friction within the harness might prevent it from acting as a homogeneous, continuous system. Sequential tightening of the various sections of harness and/or monitoring the tension at multiple locations might be valuable.
Mansfield, Julie, Baker, Gretchen, Bolte, John
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
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 of the THOR by the lap belt were examined. Sled tests at 30 and 50 km/h were conducted with THOR in the rear seat, and it was demonstrated that the outboard lap belt and buckle pretensioners improved the lap belt and ASIS interaction, and were also useful in reducing the deflection at the inboard-side of the lower chest. Finally, the lap belt overlap with the ASIS was compared among 10 volunteers, Hybrid III, and THOR. Some volunteers had the ASIS located at the torso-thigh junction, and the lap belt did not overlap the ASIS sufficiently. However, although the ASIS location of THOR is also at the torso-thigh junction, the lap belt overlapped the ASIS because of the abdomen’s and femur’s shape. In the future, it will be necessary to consider that the outboard lap belt and buckle pretensioners are also effective for the ASIS restraint of all human car occupants.
Mizuno, Koji, Yoshida, Ryoichi, Nakajima, Yutaka, Tanaka, Yoshihiko, Ishigaki, Ryota, Hosokawa, Naruyuki, Hitosugi, Masahito
Comparative protocol study between R44 and I-Size regulations for child restraint systems2018-36-01249/3/2018
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 between both protocols and regulation requirements in order to assess the benefits and impacts of this new standard.
Domenech, David, Parera, Nuria, Maturana, Gustavo
User’s Guide for the Six Month Old Infant Dummy (CRABI)J2854_201711 (Current)11/8/2017
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. The instrumentation design incorporates three 6-channel load cells to provide load measurements at the C1, C7 and L5 vertebrae locations. Accelerometers are used to measure head, chest and pelvic acceleration and head angular acceleration. All instrumentation is easily accessed
Dummy Testing and Equipment Committee
Control of a Thermoelectric Cooling System for Vehicle Components and Payloads - Theory and Test2017-01-01263/28/2017
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 enclosed cabin to provide localized convective zone cooling to a representative heat producing component. Mathematical models for the TEC’s and overall system were developed and validated using these test results. The experimental results demonstrated that an amplitude modulated output from the tracking controller reduced power consumption by more than 78% as compared to a standard thermostat approach while reducing tracking error 19% during an 80 minute test. The findings of this power minimization study indicate excellent power savings opportunities for thermoelectric cooling devices, but also reveal a possible deficiency in current modeling techniques for thermoelectric devices.
Finn, Joshua W., Wagner, John R.
An Assessment of Inflatable Seatbelt Interaction and Compatibility with Rear-Facing-Only Child Restraint Systems2017-01-14453/28/2017
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 with the inflatable seatbelt system. When installed with the base, there was a statistically significant reduction in HIC36 for the ATDs restrained using the inflatable seatbelt compared to those installed using the standard seatbelt. The differences in peak resultant chest accelerations for the two seatbelt systems were not statistically significant and minor differences were noted in CRS and ATD kinematics. When installed without the base, HIC36 and peak resultant chest acceleration did not have statistically significant differences and kinematics were comparable. No system integrity issues were identified in CRS installed using inflatable seatbelts for either the installations with or without the base.
Pline, Kevin, Board, Derek, Muralidharan, Nirmal, Sundararajan, Srinivasan, Eiswerth, Eric, Salciccioli, Katie, Baker, Noelle
Chicago Auto Show: All-new 2018 Ford Expedition gets aluminum body, 10-speed17AUTP03_093/1/2017
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 Wake2016-01-13334/5/2016
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 synergies include: a) cargo loading on a tailgate ramp to a low 0.3m (12 inch) high load floor through a 0.8m (32 inch) wide opening - as a controlled event using an onboard powered trolley, b) passengers more safely located, and c) thick rear doors that pivot concentric with the rear axle, with no chance of damaging adjacent objects. 2 A consistent driver’s eye location, as datum, provides better forward visibility past the A-Pillar and more consistent relationships between driver, passengers and vehicle safety and content delivery systems, when compared to location off fixed pedals at the firewall. 3 Collateral benefits of the eye datum include large section B-Pillars, dual diagonal cooling circuits that apply full cooling power as the sun clocks, and a smooth transition to self-driving operation.
Fontana, Edward C.
Bayesian Classifier Based Validation Method for Multivariate Systems2016-01-02844/5/2016
Simulation models based design has become the common practice in automotive product development. Before applying these models in practice, model validation needs to be conducted to assess the validity of the models by comparing model predictions with experimental observations. In the validation process, it is vital to develop appropriate validation metrics for intended applications. When dealing with multivariate systems, comparisons between model predictions and test data with multiple responses would lead to conflicting decisions. To address this issue, this paper proposed a Bayesian classifier based validation method. With the consideration of both error rate and confidence in hypothesis testing, Bayesian classifier is developed for decision making. The process of validation is implemented on a real-world vehicle design case. The results show the proposed method’s potential in practical application.
Yang, Junqi, Zhan, Zhenfei, Zheng, Kai, Hu, Jie
Installed Positions of Child Restraint Systems in Vehicle Second Rows2015-01-14524/14/2015
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 were installed in all vehicles, while the remaining twenty-four CRS were divided into three groups, each tested in three or four vehicles. The geometric data for each vehicle and CRS were imported into Hypermesh software for processing. The measured coordinates of the CRS reference points were used to orient the CRS geometry appropriately in each vehicle. Results include differences in installed orientation and lateral position across vehicles, CRS, and seating positions. The distance and angle from the lower anchor (LA) to the LATCH belt contact point on the CRS belt path are also reported. Specific examples of CRS/vehicle incompatibility are included.
Klinich, Kathleen DeSantis, Boyle, Kyle, Malik, Laura, Manary, Miriam, Hu, Jingwen
Injury Sources for Second Row Occupants in Frontal Crashes Considering Age and Restraint Condition Influence2015-01-14514/14/2015
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 strongly associated with injury risk in the crash dataset were the velocity difference (delta V) and age, which had significant association with injury risk in restrained occupants of the second row. These data suggest that prevention of injurious contact with the back of the front seat may be an important factor in efforts to reduce the injury rate in second row passengers regardless of age and restraint condition.
Gudlur, Anand Sai, Atkinson, Theresa
Development of a Small Rear Facing Child Restraint System Virtual Surrogate to Evaluate CRS-to-Vehicle Interaction and Fitment2015-01-14574/14/2015
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 easily implementable method to continue to collect this data as new CRSs become available. Computer Aided Design (CAD) data was collected for 40 CRS models (Rear-facing infant seats, convertible, and combination CRS). These 40 models represent 72 CRS models on the US market as of April 2013. Twenty-two CRS were scanned and digitized using a novel approach with the Microsoft Kinect Sensor. The scans were converted into surface models and finite element (FE) models using Hypermesh 12.0 (Altair Inc., MI). CRS manufacturers provided digital drawings of 18 additional CRS. The scans and digital drawings were overlapped at typical seat angles from literature data to create virtual surrogates. The use of virtual surrogates by vehicle manufacturers in the design and development of the rear-seat vehicle environment early on in the design-development cycle has the potential to facilitate improved CRS-vehicle fitment.
Belwadi, Aditya, Hanna, Richard, Eagle, Audrey, Martinez, Daniel, Kleinert, Julie, Dahle, Eric
From Natural Language to Semi-Formal Notation Requirements for Automotive Safety2015-01-02654/14/2015
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 standard, increasing the probability of misapplication. For these reasons, a dedicated requirement template is proposed. It is applicable for writing new or checking existing requirements, independent of any tool. By reviewing a number of industrial relevant use cases the applicability of the new template is verified and its effectiveness is demonstrated. Furthermore, a semi-formal notation technique is shown to express these formalized requirements, including their associated attributes and resulting relationships. By following the proposed approach, we meet the obligations of ISO 26262 to write e.g. unambiguous, consistent, verifiable, and complete requirements. In the end, this has the potential to dramatically reduce the probability of systematic failures during development of automotive embedded systems.
Krammer, Martin, Stirgwolt, Philip, Martin, Helmut
Development of a Comprehensive Validation Method for Dynamic Systems and Its Application on Vehicle Design2015-01-04524/14/2015
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 time domain. In this paper, a validation method combining analysis in time and frequency domain is proposed. Two analytical cases are then utilized for the illustration of the proposed method and process. A real-world children restraint system design case is then conducted. The evaluation results are consistent with Subjective Matter Experts' judgments.
Yang, Junqi, Zhan, Zhenfei, Chen, Chong, Shu, Yajing, Zheng, Ling, Yang, Ren-Jye, Fu, Yan, Barbat, Saeed
Securing Child Restraint Systems in Motor VehiclesJ1819_201503 (Current)3/27/2015
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 Market2014-36-01659/30/2014
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 ISOFIX system in January of this year and our neighbor Argentina also has already set the date for implementing the ISOFIX system on all cars produced there from 2018.The Latin NCAP, responsible to evaluate the vehicles in Latin America region, changed the scoring rules in the final of 2013. In order to a vehicle receive 5 stars in the child protection category, it will be necessary improve child restraint system. The alternative to improve can be the implementation of ISOFIX system, where its effectiveness has been proven through studies and tests, both in Brazil and abroad. An action of the OEM's in Brazil is expected towards including ISOFIX system as a standard in the new vehicles. Similar action is expected for child seats manufactures to meet these requirements. This paper was prepared to show the technical and financial impacts of child restraint seats (ISOFIX system) implementation, for the OEM's and for the consumers, showing their roles in vehicle safety in the Brazilian automotive market.
Marcial, Mauro, Pereira, André Luiz, Jr, Eduardo Orfale, Freitas, Rodrigo Martins, Yamada, William
Vibration Effect Investigation in Baby Car Seats and Automobile Seats2014-01-04624/1/2014
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 Toolset (VATS) was used for time domain analysis. Based on the ISO 2631-1's levels of discomfort, all the baby car seats acceleration levels were between 0.315 - 0.63 m/s2 level, which showed that baby car seats considered were little uncomfortable for the baby occupants. The baby car seat 3 comparatively had a lesser exposure to vibration (i.e., lesser VDV value) and better vibration isolation property than other baby car seats.
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 Scaling2014-01-20283/24/2014
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 personalized towards a particular population or even a particular person. The paper contributes to the field of vehicle safety technology concerning child restraint systems development, assessment and optimization with a virtual numerical approach. The goal of the paper is to exploit the previously developed scaling algorithm to create a virtual model of a six-year-old (6YO) child and to compare its response to the virtual dummy used for child safety in order to propose an automatic scaling process for a population-based vehicle safety assessment. The automatic scaling algorithm developing virtual human body models for a given age and gender is used to create the virtual 6YO child model. The algorithm scales body dimensions and particular segments' mass and the flexibility of the body is driven by flexindex and stiffness scaling. The performance of the automatically developed virtual 6YO child model was tested in frontal and lateral directions. The frontal response was tested with a standard sled test simulation using the standardized AAMA pulse in the frontal direction. The lateral response was tested with a side barrier impact test. The results of both tests were compared to the validated virtual Q6 Child Dummy FE model. The paper shows good performance of the automatic scaling process for developing 6YO virtual model for safety assessment. The automatically developed 6YO child model corresponds well from both the anthropological point of view and performance point of view to the existing validated dummy model.
Hyncik, Ludek, Manas, Jaroslav, Spicka, Jan, Spirk, Stanislav, Kovar, Ludek
Vehicle Restraint System Optimization for Frontal Impact2013-36-047310/7/2013
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 was initially correlated with an experimental test, and then 72 simulations were performed to build the optimization matrix. The optimized parameters provided by the Design of Experiments (DOE) were simulated in the numerical computational model and also applied in an experimental test. The results presented excellent correlation and the goals of the optimization were achieved showing that this tool can help in future developments. This paper will review the methods used to study variables in restraint system with respect to their effect on occupant performance, as well as explain the final results from this optimization study.
Rosa, Mateus A. Santa, Callaghan, Brian, Guido, Carlos A. Prado, de Lima, Anderson
SAE Child Passenger Safety GlossaryJ2939_201304 (Historical)4/9/2013
Children's Restraint Systems Committee
Evaluation of Proposed Protocols for Assessing Vehicle LATCH System Usability2013-01-11554/8/2013
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 in the left second-row position. Most styles of child restraints met the criteria in most vehicles, with the exception that rear-facing convertible restraints did not meet the proposed criteria in most vehicles. Testing with volunteers using 12 vehicles and three child restraints indicated that the overall ISO vehicle rating, ISO vehicle-child restraint interaction rating, or the number of SAE recommended practices that were met were not associated with the rate of correct child restraint installations performed by volunteers. Vehicle-child restraint pairings meeting the proposed NHTSA fit criteria had error-free installations four times as often as those that did not, but still few were error-free (16% vs. 4%).
Klinich, Kathleen D., Manary, Miriam, Flannagan, Carol, Moore, Jamie, Jermakian, Jessica
A Study on the Quality Assurance for Stable Performance of Passenger Side Airbag2013-01-00793/25/2013
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 to reduce the risk of injuries caused by airbag inflation to small size occupants and improve the restraint of adult occupants in high speed crashes as well. The new passenger airbag system has mounted on the instrument panel in such a way to reduce the inflator outputs. This paper presents a new methodology for improvement of airbag deployment using experimental and analytical research. The significant parameters were determined from screening process of the experiment data. As a result of the number of tests conducted at different conditions, this study was able to determine the range of relevant parameters. Additionally, using simulation model, a parametric study was done. It make to figure out main design factors of low risk deployment of the passenger airbag
Kim, Hyun
Seat Belt Restraint System Hardware - Glossary of TermsJ1803_201301 (Historical)1/8/2013
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 Readings2012-36-045610/2/2012
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 misuses of the Child Restraint Systems (CRS), resulting in new dynamic testing programs for their evaluation. The integration of these two activities resulted in the development of the criteria for selecting accident cases that would provide valuable information for the injury risk curves and which were technically feasible in crash testing laboratories. In order to select accident cases that would provide valuable information for the injury risk curves - a good spread across the whole spectrum of the AIS injury assessment (AIS1 - AIS6) - a case selection criteria was used that favoured more severe accidents in terms of injury severity or low injury severity accidents with high crash severities. The cases put forward for reconstruction had to be technically feasible in crash testing laboratories. Additionally, the signals captured from the new abdominal sensors, developed in the project, provided information for the injuries prediction in that area of the body. The present document was written before the end of the project so some of the references, such as results and conclusions are preliminary. However, it was possible to identify the child safety protection problems, based on the results of the sociological survey. The final results for the improvement of the Injury Risk Curves will be known when the final reports and models are released.
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 Assessment2012-36-018710/2/2012
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 to evaluate the kinematics in a collision and in the future we intend to assess if this model is able to represent the biodynamics response. The work explains the methodology applied to develop a numerical child dummy according to literature and it is based on geometric scaling factors applied to the adult male FE model (hybrid III dummy).
de Lima, Anderson
Anchorage Provisions for Installation of Child Restraint Tether Straps in Rear Seating PositionsJ1369_201208 (Current)8/6/2012
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
Injury Risk Investigation of the Small, Rear-seat Occupant in Side Impact2012-01-00924/16/2012
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 the point of view of an aggregate approximation of AIS ≥ 2 injury rates across the crash severity range for the entire child group of all ages. The results were that the simulations and biomechanical injury risks reasonably matched the actual NASS-CDS-based trauma risks. For all children, the accumulated injury risk approximation was 10.66% and the field-based approximation was 10.73%. This field-based methodology focuses occupant safety design toward a more far-reaching system approach where the entire range of side-impact crash severities and occupant variability are considered.
Morgan, Richard M., Scullion, Paul, Nix, Lilly, Kan, Cing-Dao, Nagabhushana, Vinay, Shanks, Kurt, Tangirala, Ravi
Headform Impact Tests to Assess Energy Management of Seat Back Contact Points Associated with Head Injury for Pediatric Occupants2012-01-05614/16/2012
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 degrees above the horizontal starting from 10 cm from the center of the target. Resultant acceleration and HIC (15 ms and 36 ms) were calculated for each impact. Within the class of small family vehicles, there was substantial variation in underlying seat structure across the locations of head impact identified in the case series resulting in a wide range of maximum resultant head acceleration - 27-165 g. Several impact locations, particularly those around the edge of seat back resulted in head acceleration greater than 80g used in regulatory tests. These data highlight the need to re-examine the current FMVSS 201, Occupant Protection in Interior Impact, to account for the typical impact locations of child occupants in crashes. In addition, further study is needed to understand the tolerance of the pediatric skull and brain to these types of impacts.
Arbogast, Kristy B., Maltese, Matthew R., Locey, Caitlin, Bohman, Katarina
A Study of Rear Seat 6-year-old Dummy Kinematics in Offset Frontal Crashes2012-01-00804/16/2012
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 kinematics in rear seating positions between (a) behind the driver's seat and (b) the front passenger's seat. The full vehicle crash test results of both dummies showed that the chest deflection tended to be lower on the impacted side than on the non-impacted side in the seating position. Comparison of Hybrid III 6YO and Q6 dummy kinematics on non-impacted side revealed that the difference in shoulder belt interaction were observed due to the dummy structural differences of the shoulder and chest regions. Based on the results of these investigations, this paper describes those important aspects that should be taken into account when evaluating rear seat occupant protection for 6-year-old children.
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 Accelerations2012-01-00854/16/2012
A 5-point harness type of child seat approved by ECE R44 was studied in this paper. This child seat can be installed either by the ISOFIX anchorages (the ISOFIX CRS) or by a vehicle 3-point seatbelt (the universal CRS). Hybrid III 3-year-old (3YO) dummy restrained by the ISOFIX CRS was used in a vehicle buck sled test. TNO P-series 3-year-old (P3) dummy restrained by the universal CRS was used in a frontal 50kph full rigid barrier (FRB) test. Multi-body models of the two CRSs were developed by using Madymo software and correlated with the two tests. The goals of this study are to compare the performance of the ISOFIX CRS and the universal CRS, to understand the discrepancy of the kinematics of the Hybrid III 3YO and P3 in the multi-body model simulations, and to find the influence factor of a pulse on the dummy responses. Five different crash pulses were used in the Madymo simulations for both the ISOFIX CRS and the universal CRS. The head forward excursion, and the head, chest, and pelvis accelerations of the Hybrid III 3YO restrained by the ISOFIX CRS were lower than those restrained by the universal CRS when being applied by the same crash pulse. The head forward excursion of P3 was about 10 mm greater than that of the Hybrid III 3YO in the simulations of the five crash pulses. Trapzoidal wave approximation (TWA) is a useful method to approximate the crash pulse. TWA pulse has the same dynamic crush and the time when obtaining the maximum dynamic crush with the crash pulse. TWA pulses were calculated based on the five crash pulses. The dummy responses were similar in the simulations of the crash pulse and the calculated TWA pulse. It was found that the dummy accelerations decreased when the rising slope of the TWA pulse decreased.
Hu, Jia, Ma, Jianyong, Fang, Jia
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 Testing2011-22-000611/7/2011
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 observed in the SUV-to-car crash test, and the sled test conditions such as sled angle, ECE seat slant angle and velocity-time history that duplicated the kinematic behavior were determined. A parametric study also was conducted with the sled tests; and it was found that the impact angle, harness slack, chest clip, and the CRS side wing shape affected the torso motion and head contact with the vehicle interior.
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 144002011-36-001510/4/2011
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 loads will be gathered and dummy kinematic will be recorded with high speed digital cameras. The results will be tabulated and compared with focus on the relevant performance differences. This study intends to confirm that dummy's dynamic test performance with the CRS installed according to Group I (five point harness) presents lower chest injuries and neck load, as well as better dummy kinematic and retention than those obtained with the CRS installed according to Group II (vehicle three point safety belt) for dynamic test (3).
Gouvea, Marco Aurelio, Arruda, Celso
The Effectiveness of Curtain Side Air Bags in Side Impact Crashes2011-01-01044/12/2011
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 position. The dummy seat positions were adjusted such that the dummy head overlapped the B-pillar. The test vehicles were small passenger vehicles and K-cars which are popular in Japan. The K-car is categorized in Japan as a very small size vehicle. It was demonstrated that the CSA and SAB were effective for reducing the number of head and chest injuries in car-to-car crashes. But it was also demonstrated that the effectiveness of CSA and SAB were dependent on the designs.
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 Bench2011-01-02654/12/2011
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 H-point machine. When the profiles were aligned on the undeflected seat cushion and seat back surfaces near the H-point, the FMVSS 213 bench was 30 mm longer than the mean seat profile.
Reed, Matthew P.
Occupant Restraint System Evaluation - Passenger Cars and Light-Duty TrucksJ128_201103 (Current)3/22/2011
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 Population2011-26-01081/19/2011
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 samples. The subjects sampled are between 18 and 65 years of age and belong to the driving population of the country. Relevant demographic information such as subject's origin, food habits, hygiene, income, types of vehicles driven etc is also collected which helps in studying the influence of these different factors on body sizes. This paper discusses the methodology adopted to capture the variation in body sizes that exists among different population groups in India. It establishes the steps like data collection, data validation and statistical review for such a survey. The paper brings out the typical trends and results of key anthropometric measures and the variation among different groups. The authors trust that apart from the Automotive Industry, such a database will be of great use not just to many different applications like helmets, furniture design, workplace ergonomics, clothing and accessories and CAD tools.
Kulkarni, Dileep, S, Ranjan, Chitodkar, Vivek, Gurjar, Varada, Ghaisas, C. V., Mannikar, A. V.
Child Restraint Anchorages and Attachment HardwareJ1368_200912 (Current)12/3/2009
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)8/4/2009
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
Derivation of a Geometrical Shape of the Upper Extremity of Children2009-01-22726/9/2009
In this study simplified geometrical shapes of the segments of the upper extremity were derived from anthropometrical measurements and their differences from an existing mathematical model were discussed. Preliminary tests have shown that the mathematical model of HATZE does not seem to be applicable for young children. Although even in young children the whole body mass calculated by using this model is predominantly in agreement with the actual measured weight, the masses of individual body segments are under- or overestimated. Because the model of HATZE is generated especially for adults and older children the question came up whether there is a difference between the segment shapes. 200 children aged 2 to 10 years were included in the study. A total of 13 measurements were taken. Based on these measurements a simplified geometrical shape of the upper and lower arm as well as the hand was assumed. These forms were compared with the shapes that are the fundament of the mathematical model of HATZE and the differences and possible reasons therefore were discussed. Due to the anthropometrics a right circular cone was defined for the upper and the lower arm. The hand was assumed to be a cuboid with the base of an isosceles trapezium. The differences between these shapes and those defined by HATZE can possibly be explained by the used samples and the general growth pattern of children. These anthropometric measurements disclosed that the geometrical shapes partly differ for young children. Using segment shapes derived from individual anthropometric measurements, the results of this study will serve the development and improvement of child models for the simulation of impact kinematics and related fields.
Holley, Stephanie, Lochner, Stefanie, Peldschus, Steffen, Graw, Matthias
High-Speed Cameras Assist in Crash Sled TestingTBMG-77256/1/2009
The Kettering University Crash Safety Center (Flint, MI) conducts vehicle subsystem tests using a pneumatic deceleration sled. The research and testing includes frontal, rear, or side impact occupant protection systems containing airbags, pretensioners, and/or child safety seats. The sled system can carry up to a 2,000-pound payload to a speed up to 42 miles per hour, and reach peak decelerations over 70 Gs. Access to high-quality imagery and dependable on-board and off-board high-speed digital video is as vital to the success of the data collection as is the anthropomorphic test devices (ATDs, also known as “crash dummies”) and their instrumentation (Figure 1).
Police Accident Report Restraint Usage Accuracy and Injury Severity2009-01-12534/20/2009
Police accident reports (PARs) of motor vehicle collisions typically include information regarding occupant restraint use. It has been suggested that PARs overestimate restraint use. Previous studies comparing PAR restraint usage with that determined during a NASS/CDS in-depth investigation found agreement in approximately 90% of cases. The accuracy of PAR-reported restraint usage for outboard vehicle occupants was compared to that determined by NASS/CDS investigators as a function of injury severity and crash type. Restrained occupants were more likely to be identified correctly in the PAR, and unrestrained occupants were more likely to be accurately identified as injury severity increased. Differences in the accuracy of PAR-reported restraint usage rates for different crash types were small.
Moore, Tara, Ray, Rose, Raasch, Christine, Huang, Su-Wei, Corrigan, Catherine
Development of New Weight-Based Occupant Classification System Utilizing DFSS Methodology2009-01-12474/20/2009
As occupant injuries induced by airbag deployment became a critical issue, revisions to FMVSS 208 were made to mandate the adoption of advanced airbag which can protect occupants of varying statures. As a result, OCS (Occupant Classification System) has become an important part of advanced airbag technologies. In this paper, we review existing OCS technologies briefly and list details of development issues and solutions for weight-based OCS. As an effort to reduce cost and optimize performance for the semi-LRD (Low Risk Deployment) airbag system, a study on reducing the number of sensors from 4 to 2 for the current system utilizing DFSS methodology is provided and discussed.
Kim, Yong-Sun, Choi, Hyeong-Ho, Lee, Seung-Hoon, Hwang, Jaeho, Hwang, Youngsoo
Frontal Impact Rear Seatbelt Load Marks: An In-Depth Analysis2009-01-12494/20/2009
Forensic evidence left behind in the form of markings on the seatbelt system can reveal details of how the belt system was being used and how it performed in a collision. Information about how belt systems are being used and how they perform in the field is useful to the design engineer, but interpreting this forensic evidence can be very difficult. Most studies to date have looked at the evidence left behind after a collision simply to determine if the seat belt was being used. This study undertakes the next step and addresses the question of how the belt system was being used. Test data is also presented to allow investigators to determine if the retractor locked and remained locked during the collision or if it spooled out during the collision. The results of 22 HYGE sled tests were analyzed to investigate the types and patterns of marks left behind. Frontal impact sled tests were conducted using a variety of dummy sizes and belt configurations including several types of belt misuse conditions. A standardized process of documenting seatbelt load marks using objective measurements was developed and used to catalog the marks left behind by the crash test dummies loading the seatbelt systems in frontal impacts. The results of this study give insight into some unusual seatbelt load mark patterns that have been observed in the field. The results also demonstrate how a careful analysis of the forensic seatbelt evidence combined with an understanding of occupant belt fit and accident geometry can determine not only if a seatbelt was being used during an accident, but how it was being used.
Burnett, Roger, Ballard, William, Marth, Debora, Van Arsdell, William
Design insidersAUTOOCT08_0210/1/2008
Packaging, comfort, ‘premiumness,’ and quality are keywords in the vocabulary of car interior designers, but significant changes to interior structures could lead to a design revolution. The world of car interior design and technology may have reached a period of discontinuity. It is placed between a period of systems integration-for safety and comfort-and a move into higher quality, a softening of the cabin's ambience, a growing emphasis on the availability of a widening portfolio of materials, and the potential of significant structural changes. “The more bulk out of the interior in terms of infrastructure-the center console and tunnels-the better,” said Land Rover Design Director Gerry McGovern.
Birch, Stuart
A Computational Study of Rear-Facing and Forward-Facing Child Restraints2008-01-12334/14/2008
A recent study of U.S. crash data has shown that children 0-23 months of age in forward-facing child restraint systems (FFCRS) are 76% more likely to be seriously injured in comparison to children in rear-facing child restraint systems (RFCRS). Motivated by the epidemiological data, seven sled tests of dummies in child seats were performed at the University of Virginia using a crash pulse similar to FMVSS 213 test conditions. The tests showed an advantage for RFCRS; however, real-world crashes include a great deal of variability among factors that may affect the relative performance of FFCRS and RFCRS. Therefore, this research developed MADYMO computational models of these tests and varied several real-world parameters. These models used ellipsoid models of Q-series child dummies and facet surface models of American- and Swedish- style convertible child restraints (CRS). The dummy-seat models in FFCRS and RFCRS orientations have been validated against sled test data, and then used to simulate several real-world conditions. These simulations show that the advantage of RFCRS was maintained under conditions of oblique collisions, pre-impact braking, and loose internal belts, but not for an out-of-position case with a gap between the child's back and child restraint. In general, this research indicates that children can benefit from being seated in rear facing restraints past the age of one, and that larger child restraints should be made available in the US to accommodate these larger children. The result also indicates that further improvements in RFCRS should address the out-of-position situation to realize further reductions in injury.
Kendall, Robert G., Sherwood, Christopher P., Crandall, Jeff R.
Items per page:
1 – 50 of 173