Browse Topic: Leg

Items (438)
Find
Relevant vehicle front-end components for pedestrian laboratory testing to address real-world pedestrian injuries when struck by passenger vehicles with high hood heights2026-22-00098/14/2026
In the United States, pedestrian deaths account for 18% of roadway fatalities and have increased 78% since their lowest point in 2009. U.S. consumers are increasingly purchasing larger vehicles that are responsible for a disproportionate number of pedestrian injuries. This study examined a dataset of pedestrians struck by passenger vehicles in Michigan from 2015 to 2024 to identify the unique characteristics of the tallest vehicles, large SUVs and pickups, which are contributing to increased injury. Vehicle height was categorized as the hood leading edge (HLE) height compared with the estimated pedestrian hip and waist heights from anthropometric measures. Maximum abbreviated injury scale and injury sources by body region were tabulated for three vehicle height categories. Typical kinematic patterns were observed for each relative height category and the corresponding injury frequency and impact locations. For vehicles with high hood heights, head and torso injuries were commonly from the front of the vehicle —the grille, headlights, and HLE. In contrast, head injuries sustained when pedestrians were struck by medium-height and short vehicles were primarily from the vehicle hood and windshields. Even among the tallest vehicles where the bumper was much higher than the pedestrian’s knee, leg injuries from the vehicle bumper and valance were frequent, suggesting that evaluating these vehicle components is also necessary to address lower extremity injuries. This study identified the unique pedestrian impact locations associated with the tallest vehicles, which can help guide vehicle designers when considering impact attenuation strategies to reduce injury in crashes with pedestrians.
Mueller, Becky, Jermakian, Jessica
Pelvis Lap Belt Engagement of Small-Sized Females in Frontal Impacts Using Seat-Integrated Restraints and Vehicle Seats for Alternative Seating Positions2026-22-00088/14/2026
Non-traditional vehicle seating postures challenge traditional occupant protection paradigms that promote pelvis lap belt engagement. Seat-integrated restraints may promote pelvis lap belt engagement in alternative seating postures but have not been evaluated with post-mortem human subjects (PMHS) in vehicle seats. The goal of this research was to perform three 38.8 g, 56 km/h frontal impact sled tests with small-sized female PMHS in a crash environment with a vehicle seat designed for alternative seating positions. PMHS pelvis kinematics, lap belt engagement, and submarining response were compared to that of the Hybrid III 5th female (HIII-5F) in the same environment. The seat was in the rearmost seat track position, reclined 40° from vertical, and incorporated a leg rest, which elevated the feet off the floor. A seat cushion airbag (SCAB), large passenger airbag (PAB), shoulder belt pretensioner (SB P/T), and seat-integrated belt (BIS) were incorporated into the testing environment. The SCAB restricted initial downward translation of the pelvis and induced 7.7°–11.8°of initial pelvis rearward rotation. Lap belt loading of the abdominal soft tissue occurred in each test via three distinct interactions: (1) initial pelvis lap belt engagement followed by pelvis fracture and subsequent submarining; (2) lack of initial pelvis engagement and direct abdominal loading; (3) initial pelvis lap belt engagement followed by submarining. In a matched test environment, the HIII-5F did not submarine nor reproduce the entire lap belt pelvis interactions observed by the PMHS. Future research must develop better tools for predicting lap belt engagement in alternative seating positions.
Newman, Rachel, Shin, Jeesoo, Sochor, Sara, Morgan, Neal R., Gepner, Bronislaw D., Kerrigan, Jason R., Kim, Yongtae, Kim, Sung Rae
Mechanical Structure Design and Dynamics Simulation of an Exoskeleton Leg Rehabilitation Robot2026-99-09028/7/2026
In response to the challenges of training and rehabilitation for patients with leg dysfunction, this research focuses on two core requirements: “bionic adaptation” and “safety assistance”. It introduces a novel exoskeleton leg rehabilitation robot designed to support diverse rehabilitation exercises for individuals with leg disabilities during therapy. The robot system consists of a lumbar support structure, thigh mechanical components, calf mechanical components, leg fixation straps, and foot mechanical structures, and achieves multi degree of freedom motion simulation through three main joints: hip joint, knee joint, and ankle joint. Each mechanical leg has three independent degrees of freedom, which can effectively simulate the natural movements of the human lower limb, such as flexion, extension, abduction, etc., during the gait cycle, thus meeting the functional needs of patients for different movement modes during rehabilitation training. On the basis of structural design, this study further utilizes multi-body dynamics simulation software ADAMS to conduct kinematic and dynamic analysis of the exoskeleton robot. By simulating the joint torque of the exoskeleton legs under ideal working conditions, the rationality and smoothness of the mechanism design are verified. The simulation results not only reflect the performance of the robot in typical rehabilitation actions, but also provide a theoretical basis and data support for the selection and parameter matching of key execution components (such as servo motors, reducers, etc.), laying an important foundation for the physical development and control strategy optimization of the robot system.
Mu, Xiaoqi, Ma, Chao, Li, Weijie, Pu, Shuai, Liu, Jiaqi, Wang, Ruiyin, Zhang, Xiaodong
Comparison of Female and Male Post Mortem Human Subject Kinematic Responses and Injuries in Rear-Facing Seat Configurations in High-Speed Frontal Impacts2026-22-00077/28/2026
This study investigates female post-mortem human subject (PMHS) responses and injuries, comparing them to previously published data from male PMHS tested at a change in velocity (delta-V) of 56 kph in high-speed rear-facing frontal- impact (HSRFFI) scenarios. Twelve small female PMHS were subjected to the same HSRFFI pulse. The subjects were positioned in reinforced production seats, identical to those from the previous male PMHS studies, and set to recline angles of either 25 or 45 degrees. Instrumentation was used to measure kinematics of the head, spine, pelvis, and ribs. Whole-body kinematics were recorded using motion capture. Female PMHS consistently showed lower head restraint, seatback, and lap belt loads compared to males across all test conditions (Bio Rank System [BRS] scores >1.0), with BRS scores for head restraint forces as high as 4.0. While head and T1 kinematics were consistent with males in all-belt-to-seat (ABTS) conditions (BRS < 1.0), significant differences were found in other body regions (BRS>1.0). Female PMHS had larger head forward rotation and smaller pelvis Z-axis displacement (less ramping) than males in the fixed D-ring (FDR) conditions, leading to major discrepancies (BRS>2.0). In addition, female chest deflection was smaller in one FDR condition (BRS=1.98), and tibia acceleration onset was earlier. Female PMHS sustained severe to critical rib fractures (Abbreviated Injury Scale [AIS]3-5) similar to males. However, five females in the FDR conditions and one in the ABTS condition sustained sacral fractures, an injury not seen in males. Females also had a higher frequency of lower extremity fractures (7 of 12) and vertebral body fractures (7 of 12) compared to males. These findings suggest that existing male PMHS data may not adequately predict responses and injury risks for female PMHS, emphasizing the need for female-specific biomechanical data to enhance safety tools and models in HSRFFI scenarios.
Kang, Yun-Seok, Baker, Gretchen H., Ramachandra, Rakshit, Marcallini, Angelo, Kwon, Hyunjung, Foster, Craig D., Moorhouse, Kevin, Agnew, Amanda M., Bolte, John H.
Modification and Validation of a Finite Element Model of a Pedestrian Dummy09-14-01-00125/4/2026
Aims of the research This study aims to modify the lower body (the pelvis, thigh, and leg) of the mid-sized male pedestrian dummy FE model by considering the latest version of the physical dummy and to evaluate both the accuracy by comparing test results of the past studies and the biofidelity specified in SAE J2782 in both component and full-scale validations. Methods 1 Component validation The validation of the modified pelvis model was performed in dynamic lateral compression simulations. The sacrum and the pubis force-deflection responses of the iliac or the acetabulum impact were measured. The modified thigh and leg models were evaluated in a dynamic 3-point lateral bending simulation, measuring the force-deflection responses. The results from the simulations were compared with test results and the biofidelity requirements. 2 Full-scale validation The whole-body model was updated by incorporating these modified component models. The model of the generic buck developed for the assessment of pedestrian whole-body impact response and specified in SAE J3093 was used in this study. The buck model was made to collide with the full-scale dummy model at 40 km/h laterally. The trajectories of the head, upper spine, mid-thorax, and pelvis were measured and compared with those of the test results and the biofidelity requirements. Results The force-deflection responses from the pelvis, thigh, and leg models were similar to those of the test results, indicating they almost fell within the biofidelity requirements. As the results of the full-scale simulation, the trajectories of the head, upper spine, mid-thorax, and pelvis showed a strong agreement with those of the test results, indicating almost the same tendency as the biofidelity corridors, except for that of the pelvis. Conclusions As the results of component and full-scale validations, the equivalences of the modified pedestrian dummy model to test results and the biofidelity were confirmed in most cases.
Asanuma, Hiroyuki, Gunji, Yasuaki, Mori, Fumie, Nagashima, Akiko
The Effect of Initial Foot Position on THOR-50M and THOR-05F Lower Leg Response in a Realistic Vehicle Buck09-14-01-00085/4/2026
This study aims to explore and evaluate the effect of various foot positions on the kinematic and kinetic response of the lower extremity during frontal crashes using a realistic vehicle interior. Frontal impact sled tests were performed with the Test Device for Human Occupant Restraint, 50th-percentile Male (THOR-50M) and Test Device for Human Occupant Restraint, 5th-percentile Female (THOR-05F) anthropometric test device (ATD) in the driver’s seat of a midsize SUV testing buck (with realistic interior components including an instrument panel with steering wheel and steering wheel airbag, seat, three-point seat belt with pretensioner and force-limiter, accelerator pedal, brake pedal, knee airbag, and seat belt retractor pretensioner). Six sled tests were performed in two principal directions of force (PDOF) [three each in frontal (0°) and oblique (−20°) configurations]. The right foot was positioned on the accelerator pedal, fully on the brake, and half on the brake. A single test was conducted with the THOR-05F in an oblique configuration with the foot on the accelerator. Ankle response was analyzed from internal ATD instrumentation. Restraint engagement was found to be consistent across all testing cases. Ankle moment and angle varied based on PDOF and the tested foot condition. Right ankle moment ranged from 70 to −70 Nm in inversion/eversion. Right ankle angles ranged from 37° inversion to 28° eversion. Left ankle moment ranged from 10 to −41 Nm in inversion/eversion. Left ankle angles ranged from 10° eversion to 23° inversion. Differences in lower extremity motion and loading were observed for each testing condition. Placing the foot on the accelerator pedal produced greater ankle moment than either brake pedal condition. Placing the foot on the brake pedal resulted in the highest dorsiflexion angle response. Obliquity increased ankle moment and rotation for both ankles. The United States New Car Assessment Program (US-NCAP) foot position with an oblique PDOF created the highest ankle moment while the in-line brake position in oblique created the highest dorsiflexion rotation. By combining these findings with other efforts focused on naturalistic driving and foot positioning, these results might aid in development of additional testing practices that might enhance our understanding of the lower extremity in nonstandard initial positions.
Noss, Junior, Donlon, John-Paul, Morris, Anna, Samier, Germain, Park, Joseph, Forman, Jason
Effects of Vehicle Speed, Category, and Front-End Design on Full-Body Injury Risks of a Midsized Male Pedestrian09-14-01-00175/4/2026
This study investigated how vehicle front-end geometry, impact speed, and vehicle category influence injury risk to a midsize male pedestrian. Eighty-one generic vehicle (GV) models representing sedans, sport utility vehicles (SUVs), pickup trucks, and minivans sold in the United States were developed by morphing three base models using an automated pipeline. Front-end parameters that were varied included ground clearance (GC), bumper height (BH), hood leading-edge (HLE) height, hood length (HL), bumper lead angle (BLA), hood angle (HA), and windshield angle (WSA). Each vehicle impacted the Global Human Body Models Consortium 50th percentile male simplified pedestrian (GHBMC M50-PS) model at 30, 40, and 50 kph, totaling 243 simulations. Boundary conditions followed the European New Car Assessment Program (Euro NCAP) pedestrian test protocol. Thirty-five injury metrics were extracted across the head, neck, thorax, abdomen, pelvis, and lower extremities. Linear mixed-effects regression models assessed relationships between vehicle front-end geometry, impact speed, and injury outcomes, with predictor selection guided by principal component analysis (PCA) and collinearity diagnostics. Impact speed was the strongest predictor of injury severity across all body regions. GC and HLE height were also dominant predictors. Wrap-type trajectories were common at lower speeds and in SUVs, trucks, and minivans, while sedans and minivans showed roof vaulting at higher speeds. Head injury severity increased with speed and was influenced by HA and BLA. Minivans showed elevated brain injury criterion (BrIC) and cumulative strain damage measure (CSDM25) values, indicating increased diffuse brain injury risk. Trucks produced the highest thoracoabdominal injury metrics, which correlated with HL, HA, and HLE height. Sedans showed higher right-side (trailing leg) femur forces, slightly lower left-side femur forces than SUVs and minivans, and lowest tibia moments. Trucks had greater tibia bending moments, while SUVs and minivans had higher left femur moments compared to sedans. GC and impact speed exacerbated lower extremity injuries, varying by vehicle category. These effects are driven by geometry: Higher GC increases the unsupported span below the knee, promoting tibial bending, while lower HLE heights shift impact forces above the knee, elevating femur injury risk.
Poveda, Luis, Miller, Logan E., Edwards, Colin C., Pollock, Madeline, Armstrong, William M., Hsu, Fang-Chi, Gayzik, Scott F., Weaver, Ashley A., Stitzel, Joel D., Devane, Karan S.
Injury Risk Analysis of Occupant with Different Lower Limb Postures under the Frontal Impact Sled Conditions2026-01-05724/7/2026
To investigate the characteristics of injuries sustained by occupant with different lower limb postures under the frontal impact sled conditions. Using the finite element method a series of simulation analyses were conducted on THUMS (Total Human Model for Safety) AM50 human body model with four different postures, including standing posture, lower limb bent at 100°, 90°, and crossed forward-backward, under the frontal impact scenario at 56 km/h in this study. The simulation results indicated that the overall injury risk predicted by the THUMS AM50 huma body model with lower limb crossed forward-backward was higher than that predicted by the model with other postures. The values of injury criteria including of HIC (Head Injury Criterion), head resultant acceleration, and thoracic VC (Viscous Criterion) predicted by the THUMS AM50 huma body model with lower limb crossed forward-backward were highest in these series simulations. Also, the biomechanical responses, including stress or strain of thoracic/abdominal organs, pelvic cortical bone and knee ligaments, predicted by the THUMS AM50 huma body model with lower limb crossed forward-backward was higher than these predicted by the model with other postures.
Li, Dongqiang, jiang, Yejie, Tan, Chun, Li, Yanyan, Li, Yihui, Wu, Hequan, Jiang, Binhui, Zhu, Feng
ARC ANGEL Reduces Gravity’s Effect on ArmsTBMG-548744/1/2026
Innovators at NASA Johnson Space Center (JSC) have developed an Earthbound robotic training system called “ARGOS” for short. It can actively simulate an astronaut’s weightlessness in space by using an overhead runway and bridge drive system to partially or fully offload their weight using attached cables, effectively suspending them off the ground. Although the test subject’s torso and legs are offloaded, their arms and any weighty hand tools are not.
Design and Validation of a Collapsible Brake Pedal System for Lower-Leg Protection in Frontal Impacts2026-26-05001/16/2026
Indian passenger car accident data indicates that approximately 44% of crashes are frontal impacts (Refer fig 1). Among the injuries sustained in these crashes, lower leg injuries are notably critical, contributing to nearly 25% of driver occupant injuries (Refer fig 2). To evaluate such injuries, the Bharat New Car Assessment Program (BNCAP) includes lower leg injury metrics as part of the Frontal Offset Deformable Barrier (ODB64) test. While the overall injury performance is assessed at the vehicle level, BNCAP also monitors vehicle interior intrusions—particularly pedal intrusions—as key contributors to lower limb injury severity. A major challenge in frontal crashes is the intrusion of the vehicle's front-end structure into the occupant compartment. Rigid components, particularly the brake pedal assembly, can be displaced rearward during a crash, significantly increasing the risk of lower leg injuries. Therefore, minimizing pedal intrusions into the driver foot-well is critical for enhancing lower leg protection. As part of an innovative safety initiative, Tata Motors has developed a collapsible brake pedal mechanism designed to mitigate lower leg injuries during frontal crashes. This patented system incorporates a series of levers and linkages that disengage upon impact, allowing the brake pedal to collapse and thereby reducing the risk of intrusion-related injuries to the driver lower legs. The mechanism is engineered to be robust, ensuring that normal braking performance and pedal operation remain unaffected during everyday vehicle use, while providing effective injury mitigation in crash scenarios.
Shetti, Rahul R., Kudale, Shailesh, Naik, Nagaraj, Bisen, Badal, Kotak, Vijay, Dudhewar, Swapnil, Bhagat, Amit, Durgaprasad, HNV
An Innovative Approach to Lower Limb Rehab RoboticsTBMG-5412211/1/2025
In an era where technology increasingly merges with healthcare to enhance patient outcomes, a groundbreaking study conducted by Fuyang Yu and his colleagues introduces an innovative approach to lower limb rehabilitation. Their research, published in Cyborg Bionic Systems, outlines the development of a lower limb rehabilitation robot designed to significantly improve the safety and effectiveness of gait training through a novel method based on human-robot interaction force measurement.
Prediction Method of Strength Robustness Affected by Arc Welding Sectional Dimensions2024-32-00384/18/2025
The arc welding process is essential for motorcycle frames, which are difficult to form in one piece because of their complex shapes, because a single frame has dozens of joints. Many of the damaged parts of the frames under development are from welds. Predicting the strength of welds with high reliability is important to ensure that development proceeds without any rework. In developing frames, CAE is utilized to build up strength before prototyping. Detailed weld shapes are not applicable to FE models of frames because weld shapes vary widely depending on welding conditions. Even if CAE is performed on such an FE model and the evaluation criteria are satisfied, the model may fail in the actual vehicle, possibly due to the difference between CAE and actual weld bead geometry. Therefore, we decided to study the extent to which the stresses in the joint vary with the variation of the weld bead geometry. Morphing, a FE modeling method and design of experiment method, was utilized to derive the distribution of stress variation in the joint for each dimension of the weld bead shape (throat thickness, leg length, flank angle, etc.). The number of calculations would be enormous if every combination of weld bead dimension values were considered exhaustively. Therefore, the “Latin Hypercube Sampling (LHS)” [1] method of design of experiments can be used to reduce the number of combinations while distributing the probability of occurrence of parameters in a full distribution. Using these methods, the influence of weld quality on frame strength was clarified within a feasible computation time.
Hada, Yusuke, Sugita, Hisayuki
Research on the Boundary of Pedestrian Leg Impactor Test in Low-Speed Passive and Active Conditions2025-01-87354/1/2025
With the widespread application of the Automatic Emergency Braking System (AEB) in vehicles, its impact on pedestrian safety has received increasing attention. However, after the intervention of AEB, the kinematic characteristics of pedestrian leg collisions and their corresponding biological injury responses also change. At the same time, in order to accurately evaluate the pedestrian protection performance of vehicles, the current assessment regulations generally use advanced pedestrian protection leg impactors (aPLI) and rigid leg impactors (TRL) to simulate the movement and injury conditions of pedestrian legs. Based on this, in order to explore the collision boundary conditions and changes in injury between vehicles and APLI and TRL leg impactors under the action of AEB, this paper first analyzes the current passive and active assessment conditions. Secondly, the simulation software LS-DYNA is used to build a finite element model of APLI and TRL impactor-vehicle collisions to analyze the changes in collision boundary conditions between leg impactors and vehicles. Finally, based on the simulation model, the changes in injury of leg impactors with and without AEB are further analyzed. The research results show that after the intervention of AEB, the impact positions of aPLI and TRL on the front of the vehicle will change, and the change of sedan is more significant than that of SUV. At the same time, under the action of AEB, the damage of aPLI and TRL will change significantly, and the front edge position of the vehicle is more sensitive. This study provides important theoretical support for the subsequent integrated safety assessment of pedestrian protection, provides design references for future pedestrian protection regulation assessments, and has important guiding significance for the optimization of vehicle front-end structures.
Ye, Bin, Hong, Cheng, Wan, Xinming, Liu, Yu, Cheng, James, Long, Yongchen, Hao, Haizhou
Biofidelity Evaluation of AC-HUMs Pedestrian Model Based on Generic Sedan Buck Model2025-01-87434/1/2025
Objective: This study aims to evaluate the biofidelity of the Advanced Chinese Human Body Model (AC-HUMs) by utilizing a generic sedan buck model and post-mortem human surrogates (PMHS) test data. Methods: The boundary conditions of the simulation were derived from the PMHS test with the buck vehicle. The methodology involved the pose adjustment of the upper and lower extremities of AC-HUMs, executed through a pre-simulation approach. Subsequently, a 200 milliseconds whole body pedestrian crash simulation was conducted using the buck vehicle and the AC-HUMs pedestrian model. The trajectories of AC-HUMs during the period from initial position to head impact were recorded, including the Head CG, T1, T8 and pelvis. Based on the knee joint, the corridors of trajectories from the PMHS test were scaled to match the Chinese 50th percentile male to evaluate the biofidelity of AC-HUMs's kinematic response. Furthermore, the biomechanical responses were compared with the PMHS tests, including injuries of chest and lower extremities. This comparison comprehensively evaluated the injury prediction capability of the AC-HUMs pedestrian model under whole-body pedestrian collision scenarios. Conclusion: The results indicate that the trajectories of the four markers on the AC-HUMs pedestrian model were all within the scaled trajectory corridors, confirming that the model exhibits good biofidelity. The results reconstructed similar ligament rupture scenarios (left LCL, right ACL, and MCL) as well as partial rib injuries. The findings also revealed potential biofidelity issues in the neck, ribs, knee joint, and tibia regions of the AC-HUMs model. Despite these challenges, the AC-HUMs pedestrian model demonstrates good biofidelity in motion trajectories and possesses the ability to replicate biomechanical responses. This indicates that the AC-HUMs model has significant potential for virtual vehicle safety assessments in China, positioning it as a promising tool for this purpose.
Qian, Jiaqi, Wang, Qiang, Liu, Yu, Wu, Xiaofan, Huida, Zhang, Bai, Zhonghao
Study on the Impact of Vehicle Pitch During Braking on Pedestrian Leg Injuries2025-01-87414/1/2025
With the increasing prevalence of Automatic Emergency Braking Systems (AEB) in vehicles, their performance in actual collision accidents has garnered increasing attention. In the context of AEB systems, the pitch angle of a vehicle can significantly alter the nature of collisions with pedestrians. Typically, during such collisions, the pedestrian's legs are the first to come into contact with the vehicle's front structure, leading to a noticeable change in the point of impact. Thus, to investigate the differences in leg injuries to pedestrians under various pitch angles of vehicles when AEB is activated, this study employs the Total Human Model for Safety (THUMS) pedestrian finite element model, sensors were established at the leg location based on the Advanced Pedestrian Legform Impactor (APLI), and a corresponding vehicle finite element model was used for simulation, analyzing the dynamic responses of the pedestrian finite element model at different pitch angles for sedan and Sport Utility Vehicle (SUV), and comparing injury indicators for the thigh, lower leg, and knee joint. The results indicate that the vehicle's pitch angle reduces the elongation of the medial collateral ligament (MCL) in the pedestrian's knee and increases the maximum bending moment of the thigh. For sedan with pitch angles, the maximum bending moment of the pedestrian's lower leg decreases at a vehicle speed of 40 km/h and increases at speeds of 30 km/h and 20 km/h. The impact of SUV on the maximum bending moment of the lower leg is opposite to that of sedan. This study holds guiding significance for optimizing vehicle design, enhancing the effectiveness of AEB systems, and establishing stricter pedestrian protection standards.
Hong, Cheng, Ye, Bin, Zhan, Zhenfei, Liu, Yu, Wan, Xinming, Hao, Haizhou
Effectiveness of the Load Legs in Enhancing the Passive Safety of Rear-Facing Child Seats in Frontal Crash2024-26-03431/16/2024
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 was 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 barrier test that matched the severity of the actual crash. With and without load-leg conditions are compared. The overall kinematics improved with the load leg and prevented the blunt impact between the child seat and the front console and seats. As a result, the Head Injury Criteria were measured below the published IARV compared to the scenario with no load leg. Furthermore, the head injury criteria without the load leg were 123 % higher. The load leg countermeasure provides an additional load path that improves the overall performance of the rear-facing child seat by keeping it more stable during the crash. Furthermore, the vehicle floor structure provided the required reaction load without damaging or buckling the vehicle floor. This study is limited to the frontal crash scenario without any significant obliquity of the impact.
Thorbole, Chandrashekhar
Summary of Poster Abstracts09-11-02-00229/20/2023
Eighteen research posters were prepared and presented by student authors at the 18th Annual Injury Biomechanics Symposium. The posters covered a wide breadth of works-in-progress and recently completed projects. Topics included a variety of body regions and injury scenarios such as: Head: Defining the mass, center of mass, and anatomical coordinate system of the pig head and brain; the influence of friction on oblique helmet testing; validation of an in-ear sensor for measuring head impact exposure in American football Neck and spine: Design of paramedic mannequin neck informed by adult passive neck stiffness and range of motion data; identifying injury from flexion-compression loading of porcine lumbar intervertebral disc Thorax: Tensile material properties of costal cartilage perichondrium; finite element models of both an ovine thorax and adipose tissue for high-rate non-penetrating blunt impact Pelvis: Injurious pelvis deformation in high-speed rear-facing frontal impacts Lower extremities: Generation of 3D pediatric femur models from 2D radiographs; plantar thickness and stiffness using ultrasound; knee injuries in skiing and snowboarding using artificial intelligence 3D modeling; jumping kinematics, and kinetics in athletes with secondary task of heading a soccer ball Full body, vehicle occupants: Comparison of Hybrid III, THOR mid-size male, and small female ATDs in frontal sled tests; effects of booster seat on reclined small females during lateral oblique low-acceleration impacts; airbag deployment for out-of-position 50th percentile male human body model Full body, unique loading scenarios: Development of seat fixture and restraints for FE human body model during vertical loading; methodology for PMHS-occupied powered two wheeler and motor vehicle crash scenario
Mueller, Becky, Bautsch, Brian, Mansfield, Julie
Restraint System Optimizations Using Diverse Human Body Models in Frontal Crashes09-11-02-00189/20/2023
Objective: This study aimed to optimize restraint systems and improve safety equity by using parametric human body models (HBMs) and vehicle models accounting for variations in occupant size and shape as well as vehicle type. Methodology: A diverse set of finite element (FE) HBMs were developed by morphing the GHBMC midsize male simplified model into statistically predicted skeleton and body shape geometries with varied age, stature, and body mass index (BMI). A parametric vehicle model was equipped with driver, front passenger, knee, and curtain airbags along with seat belts with pretensioner(s) and load limiter and has been validated against US-NCAP results from four vehicles (Corolla, Accord, RAV4, F150). Ten student groups were formed for this study, and each group picked a vehicle model, occupant side (driver vs. passenger), and an occupant model among the 60 HBMs. About 200 frontal crash simulations were performed with 10 combinations of vehicles (n = 4) and occupants (m = 8). The airbag inflation, airbag vent size, seatbelt load limiter, and steering column collapse force were varied to reach better occupant protection. The joint injury probability (Pjoint) combining head, neck, chest, and lower extremity injury risks was used for the design optimization. Injury risk curves were scaled based on the skeleton size and shape of each HBM. Results and Conclusions: We observed that tall and heavier male occupants tend to strike through the airbag leading to higher head injury risk; older and female occupants tend to sustain higher chest injury risk, while obese occupants tend to have higher lower extremity injury risk. After design optimizations, the average Pjoint was reduced from 0.576 ± 0.218 to 0.343 ± 0.044. The airbag inflation and venting were found to be highly effective in head protection, while the belt load limit and steering column force were sensitive to chest injury risks. Conflicting parameter effects were found between head and chest injuries and among different occupants, highlighting the complexity of achieving safety equity across a diverse population. This study demonstrated the benefit of adaptive restraint systems for a diverse population.
Yang, Zhenhao, Desai, Amoghsidd, Boyle, Kyle, Rupp, Jonathan, Reed, Matthew, Hu, Jingwen
Comparison of the Knee–Thigh–Hip Response in Small Female ATDs with Female PMHS09-11-02-00139/20/2023
Bilateral knee impacts were conducted on Hybrid III and THOR 5th percentile female anthropomorphic test devices (ATDs), and the results were compared to previously reported female PMHS data. Each ATD was impacted at velocities of 2.5, 3.5, and 4.9 m/s. Knee–thigh–hip (KTH) loading data, obtained either via direct measurement or through exercising a one-dimensional lumped parameter model (LPM), was analyzed for differences in loading characteristics including the maximum force, time to maximum force, loading rate, and loading duration. In general, the Hybrid III had the highest loading rate and maximum force, and the lowest loading duration and time to peak force for each point along KTH. Conversely, the PMHS generally had the lowest loading rate and maximum force, and the highest loading duration and time to peak force for each point along KTH. The force transfer from the knee to the femur was 79.2 ± 0.3% for the Hybrid III 5th female, 82.7 ± 0.4% for the THOR-05F, and 70.6 ± 1.7% for the PMHS. The force transfer from the knee to the hip was 60.6 ± 0.5% for the Hybrid III 5th female, 41.4 ± 0.4% for the THOR-05F, and 57.0 ± 3.0% for the PMHS. While the Hybrid III aligned more with the PMHS force transfer ratios, the loading characteristics of the THOR-05F were more similar to the PMHS.
Carpenter, Randolff L., Berthelson, Parker R., Donlon, John-Paul, Forman, Jason L.
Lower Extremity Validation of a Human Body Model for High Rate Axial Loading in the Underbody Blast Environment2022-22-00046/27/2023
While the use of Human Body Models (HBMs) in the underbody blast (UBB) environment has increased and shown positive results, the potential of these models has not been fully explored. Obtaining accurate kinematic and kinetic response are necessary to better understand the injury mechanisms for military safety applications. The objective of this study was to validate the Global Human Body Models Consortium (GHBMC) M50 lower extremity using a combined objective rating scheme in vertical and horizontal high-rate axial loading. The model’s lower extremity biomechanical response was compared to Post Mortem Human Subjects (PMHS) subjects for vertically and horizontally-applied high rate axial loading. Two distinct experimental setups were used for model validation, comprising a total of 33 distinct end points for validation. A combined Correlation and Analysis (CORA) score that incorporates CORA, time-to-peak (TTP) and peak magnitude of the experimental signals and ISO TS 18571 was used to evaluate the model response. For the horizontal impacts, the combined CORA scores were 0.80, 0.84, and 0.81 for compression, force, and strain respectively. For the vertical impacts combined CORA scores for the knee Z force, compression and heel Z displacement ranged from 0.70-0.81, 0.87-0.91, and 0.82-0.99 respectively. The GHBMC lower extremity model showed good agreement with PMHS experimental data in the horizontal and vertical loading environment in 33 unique tests. The accuracy is demonstrated by using the ISO TS 18571 standard and a combined CORA score that takes into consideration the peak and time to peak of the signal. The results of this study show that GHBMC v 6.0 HBM lower extremity can be used for kinetic and kinematic predictions in the UBB environment.
Hostetler, Zachary S., Caffrey, Juliette, Aira, Jazmine, Gayzik, F. Scott
User’s Manual for the Small Adult Female Hybrid III Test DummyJ2862_202305 (Current)5/22/2023
This user’s manual covers the small adult female Hybrid III test dummy. It is intended for technicians who work with this device. It covers the construction and clothing, disassembly and reassembly, available instrumentation, external dimensions and segment masses, as well as certification and inspection test procedures. It includes instructions for safe handling of the instrumented dummy, repairing dummy flesh, and adjusting the joints throughout the dummy.
Dummy Testing and Equipment Committee
Hybrid III Ten-Year Old Child Dummy User’s ManualJ2858_202305 (Current)5/1/2023
This user's manual covers the Hybrid III 10-year old child test dummy. The manual is intended for use by technicians who work with this test device. It covers the construction and clothing, assembly and disassembly, available instrumentation, external dimensions and segment masses, as well as certification and inspection test procedures. It includes guidelines for handling accelerometers, guidelines for flesh repair, and joint adjustment procedures. Finally, it includes drawings for some of the test equipment that is unique to this dummy.
Dummy Testing and Equipment Committee
Automotive Engineering: May Digital 202323AUTD055/1/2023
Finding solutions for Sustainable Mobility SAE created its SMS team to help industry rethink itself as part of the new industrial revolution and the EV transition within it. Debarbonizing the EV battery supply chain Altering manufacturing processes and using a much higher percentage of low emission energy can help the battery industry get greener rapidly, according to a new McKinsey & Co. report. Europe's dust buster The pending Euro 7 vehicle-emissions regulations include a significant new sustainability wrinkle: first-ever restrictions for PM emissions from brakes. E-fueling for the future The development of carbon-neutral e-fuels enjoyed a major boost from European regulators, but production cost and scale remain issues. Fuels to transition the global legacy fleet The EV bandwagon has obscured potential solutions for decarbon-izing the enormous global ICE legacy fleet. Sustainability in strong supply Design innovation and an exclusive new tool for measuring carbon footprint have made Adient a sustainability leader among Tier-1s. Honda's H2 progress CASE VP Jay Joseph outlines dramatic cost reductions in fuel-cell systems, the move into stationary power and new models for mobile and residential energy. Editorial Engineering the 'sustainability thing' On Sustainability: Video Interviews Three industry thought leaders talk to AE about sustainability opportunities and challenges. Supplier Eye The four strategic choices facing suppliers Multimatic-made 'legs' for Ferrari's new thoroughbred Europe steps back from 2035 ICE ban Honda reveals Autonomous Work Vehicle at CONEXPO 2023 Dodge readies a sting for the compact-SUV market Toyota launches longer-range 2023 Prius Prime Q&A Factorial Energy CEO Siyu Huang discusses the company's solid-state lithium-metal battery technology and scaling it to series production.
Full-Scale Validation of Modified Pedestrian Dummy2023-01-07864/11/2023
Injury assessment by using a whole-body pedestrian dummy is one of the ways to investigate pedestrian safety performance of vehicles. The authors’ group has improved the biofidelity of the lower limb and the pelvis of the mid-sized male pedestrian dummy (POLAR III) by modifying those components. This study aims to evaluate the biofidelity of the whole-body response of the modified dummy in full-scale impact tests. The pelvis, the thigh and the leg of POLAR III have been modified in a past study by optimizing their compliance by means of the installation of plastic and rubber parts, which were used for the tests. The generic buck developed for the assessment of pedestrian dummy whole-body impact response and specified in SAE J3093 was used for this study. The buck representing the geometry of a small family car is comprised of six parts: lower bumper, bumper, grille, hood edge, hood and windshield. Tests were performed by conforming to SAE J2782 that specifies test conditions to evaluate the performance of a mid-sized male pedestrian research dummy. The buck was made to collide with the pedestrian dummy on its right side at 40 km/h. The trajectory of the head, upper spine, mid-thorax and pelvis and the time history of the head velocity were measured and compared with the requirements specified in SAE J2782. In addition, the test results were quantitatively assessed using the ranking method proposed by a past study. The trajectories of the landmarks along with the time histories of the head velocity generally showed a good match with the requirements specified in SAE J2782, except the trajectory of the pelvis. The biofidelity ranking parameters were rated as “excellent” or “good” using the proposed thresholds. The trajectory of the pelvis was further analyzed from the viewpoints of the structure of the dummy and the generic buck.
Asanuma, Hiroyuki, Bae, Hyejin, Nakamura, Hidetoshi, Gunji, Yasuaki, Nagashima, Akiko, Mori, Fumie
Exploration of Vehicle Body Countermeasures Subjected to High Energy Loading2023-01-00034/11/2023
Enhanced protection against high speed crashes requires more aggressive passive safety countermeasures as compared to what are provided in vehicle structures today. Apart from such collision-related scenarios, high energy explosions, accidentally caused or otherwise, require superior energy-absorbing capability of vehicle body subsystems. A case in point is a passenger vehicle subjected to an underbody blast emanating shock wave energy of military standards. In the current study, assessment of the behavior of a “hollow” countermeasure in the form of a depressed steel false floor panel attached with spot-welds along flanges to a typical predominantly flat floor panel of a car is initially carried out with an explicit LS-DYNA solver. This is followed up with the evaluation of PU (polyurethane) foam-filled and liquid-filled false floor countermeasures. In all cases, a charge is detonated under the false floor subjecting it to a high-energy shock pressure loading. For the case of the liquid-filled countermeasure, a novel ALE (Arbitrary Lagrangian-Eulerian) formulation for fluid-structure interaction has been adopted with a Hybrid III dummy seating above the flat floor with a modified MIL-LX legform for injury prediction. In order to establish confidence on the ALE model, a drop-weight impact test on a liquid-filled square aluminum tube has been carried out and its behavior predicted, prior to the analysis of the countermeasures mentioned. It appears that the fluid-filled countermeasure is a promising solution in countering the effects of a shock pressure loading by greatly reducing the load transferred to the lower limb of an occupant sitting right above a detonated charge placed under the floor of a car.
Ramachandra, Sanketh, Deb, Anindya, Chou, Clifford
Lumbar Flexion Test Procedure for the Hybrid III 50th Male DummyJ3074_202303 (Current)3/20/2023
This procedure establishes a recommended practice for performing a lumbar flexion test to the Hybrid III 50th male anthropomorphic test device (ATD or crash dummy). This test was created to satisfy the demand from industry to have a certification test which characterizes the lumbar without interaction of other dummy components. In the past, there have not been any tests to evaluate the performance of Hybrid III 50th lumbar.
Dummy Testing and Equipment Committee
Lower Limb Modeling and Side Impact Injury Analysis of Pedestrians with Different Percentiles2022-01-713012/16/2022
To solve the problems of ethnic size difference and model simplification in existing research, three kinds of lower limb finite element models of adult male with percentile 5, 50 and 95 were established based on the size characteristics of Chinese human body.The bionic reliability of the models was verified according to three different lower limb biomechanical experiments. Through the simulation analysis of pedestrian lower limb with different percentiles in side impact, it was found that in the pedestrian low-speed side impact accident, the lower percentile human body has a higher risk of lower limb injury,especially the injury of knee joint. The soft foam structure can play a better cushioning and energy absorption role in the impact process. The response parameters decrease with the decrease of percentile.In addition,the soft foam can significantly reduce the risk of lower limb injuries when impacting the lower limbs laterally at low speed.
Chen, Xinzhe, Chen, Jiqing, Lan, FengChong, Cheng, Renjie
User’s Manual for the 50th Percentile Male Hybrid III DummyJ2856_202211 (Current)11/22/2022
The purpose of this document is to provide the user with the procedures needed to properly assemble and disassemble the 50th percentile male Hybrid III dummy, certify its components and verify its mass and dimensions. Also within this manual are guidelines for handling accelerometers, repairing flesh and setting joints.
Dummy Testing and Equipment Committee
Low Speed Thorax Impact Test Procedure for the HIII5F DummyJ2878_202206 (Current)6/9/2022
This procedure establishes a recommended practice for performing a Low Speed Thorax Impact Test to the Hybrid III Small Female Anthropomorphic Test Device (ATD or crash dummy). This test was created to satisfy the demand by the industry to have a certification test which results in peak chest deflection similar to current full vehicle, frontal impact tests. An inherent problem exists with the current certification procedure because the normal (6.7 m/s) thorax impact test has test results for peak chest deflection that are greater than those currently seen in full vehicle, frontal tests. The intent of this document is to develop a low speed thorax certification procedure for the H-III5F dummy with a 3.0 m/s impact similar to the SAE J2779 procedure for the H-III50M dummy.
Dummy Testing and Equipment Committee
Neuromuscular Response Comparison for Center and Side Stick PositionsF-0078-2022-12165/10/2022
Four Army pilots participated in a simulation experiment to examine the influence of stick location and sensitivity (gain) on pilot neuromuscular (NM) response, performance, and workload. The experiment employed an active inceptor that was positioned between the pilot's legs or, adjacent to the pilot's right side with an armrest. Two stick sensitivities that varied by a factor of four were evaluated using a single-axis compensatory tracking task in the longitudinal and the lateral axes. The experiment results identified two prominent NM modes at roughly 10 and 25 rad/s; stabilizing the elbow implicated the 10 rad/s mode with forearm motion, and wrist/finger motion with the mode at 25 rad/s. With the longitudinal task using the low stick gain, workload ratings were significantly higher for the side stick than the center stick. A preliminary analysis indicated that the greater resisting force between the forearm and non-compliant armrest (side stick configuration) relative to the resisting force between the forearm and leg (center stick configuration) may be a key factor in the higher workload. This suggests that a side stick's gain in the longitudinal axis should be a function of task such that control displacements are generally small. Overall workload during manual tasks would benefit if this approach were applied to all control axes. A second study was conducted to investigate the significant effect of stick gain on crossover frequency that was observed in the first experiment. These results showed that the ratio of stick rate to stick amplitude is directly proportional to crossover frequency, and that a tradeoff between rate and amplitude reflected by changing crossover is similar to the phenomenon described by Fitts Law, where manual movement time is related to the distance travelled. The implications for design are that stick travel can affect performance much more than stick force provided the stick dynamics do not adversely interact with the NM system. It is recommended that the feel system mode should lie between the forearm and wrist/finger NM modes, and that stick sensitivity selection should be based on mission and operating environment.
Bachelder, Edward, Lusardi, Jeff, Aponso, Bimal
The Role of Three-Point Restraints for Occupants in Moderate Severity Frontal Collisions2022-01-08453/29/2022
Field accident data and vehicle crash and sled testing indicate that occupant kinematics, loading, and associated injury risk generally increase with crash severity. Further, these data demonstrate that the use of restraints, such as three-point belts, provides mitigation of kinematics and reduction in loading and injury potential. This study evaluated the role of seat belts in controlling occupant kinematics and reducing occupant loading in moderate severity frontal collisions. Frontal tests with belted and unbelted anthropomorphic test devices (ATDs) in the driver and right front passenger seats were performed at velocity changes (delta-Vs) of approximately 19 kph (12 mph) and 32 kph (20 mph) without airbag deployment. At the lower-moderate severity (19 kph), motion of the belted ATDs was primarily arrested by seat belt engagement, while motion of the unbelted ATDs was primarily arrested by interaction with forward vehicle structures. Occupant loading and injury risk was generally lower with proper belt use as compared to an unbelted occupant. At the higher-moderate severity (32 kph), both the belted and unbelted ATDs demonstrated lower extremity engagement with forward vehicle structures, though femur compression loads were substantially attenuated for the belted ATDs. With belt use, the pelvis and torso were restrained by the seat belt which reduced overall forward torso and head excursion. As the neck flexed due to torso restraint, increased lower neck flexion was observed relative to the unbelted ATDs, though upper neck flexion remained greater for the unbelted ATD. In the higher-moderate severity test, neck flexion about the torso restraint resulted in the belted driver ATD’s head contacting the steering wheel. The unbelted ATDs moved forward in an unrestrained fashion until motion was arrested via contact with forward vehicle structures, resulting in generally higher occupant loading in comparison to their belted counterparts. These findings support the effectiveness of seat belts in controlling occupant kinematics and reducing injury potential in moderate severity frontal collisions.
Isaacs, Jessica L., George, Juff, Campolettano, Eamon, Cutcliffe, Hattie, Miller, Bruce
Modification of the Lower Limb and the Pelvis for the Pedestrian Dummy2022-01-08513/29/2022
In order to further reduce the pedestrian fatalities, the improvement of pedestrian safety performance of vehicles is needed. One of the way to further understand read-world pedestrian accidents is the evaluation by using a whole-body pedestrian dummy. In the past studies, the leg, the thigh and the pelvis of the pedestrian dummy were developed and improved. However, the requirements for the biofidelity of the pedestrian dummy have been improved in SAE J2782. Therefore, this study aimed to evaluate these responses of the past studies by using new requirements and to modify these parts that didn’t meet them. The force-defection curves from 3-point lateral bending tests for the leg and the thigh were compared with the corridors updated in SAE J2782. The biofidelity of the pelvis was evaluated in dynamic lateral compression tests of the isolated pelvis. The sacrum and the pubis force-deflection curves of the iliac or the acetabulum impact were compared with the corridors. The leg and the pubis responses of the iliac and acetabulum impacts of the past studies were within the corridors. However, the response of the thigh was close to the lower bound of the corridor although it was almost the middle of the corridor of the past study, and the sacrum responses of the iliac and the acetabulum impact were not within the corridor. Therefore, the structure of the thigh flesh was modified in order to increase the stiffness, the thickness of the pelvis was increased and the sacroiliac joint rubber was added. As the results of these modifications, the biofidelity of the thigh and the pelvis was improved.
Asanuma, Hiroyuki, Bae, Hyejin, Nakamura, Hidetoshi, Gunji, Yasuaki, Nagashima, Akiko
Bumper Airbag Design and Experiment for Pedestrian Protection2022-01-08523/29/2022
Researches on pedestrian protection have become a very important theme in automotive industry. Design for vehicle front-bumper system has proven rather essential and been extensively used to improve the vehicle performance of pedestrian protection. However, there are some limitations in the design of vehicle front-bumper system to meet a multiple-pedestrian impact conditions at the same time. In order to improve the vehicle performance of lower extremity and pelvis protection for pedestrian, a new type of front bumper airbag was developed. Firstly, based on European New Car Assessment Programme (Euro-NCAP), the Flexible Pedestrian Legform Impactor (Flex-PLI) to vehicle and Upper Pedestrian Legform Impactor (U-PLI) to vehicle impact tests are carried out to evaluate the pedestrian protection performance of the initial structure. Secondly, the structural design of the bumper airbag is carried out, including the layout of the bumper airbag, the shape of the bumper airbag and the parameter design of the bumper airbag. Finally, the performance of bumper airbag is tested and verified. The test results show that the new bumper airbag can significantly reduce the injuries of lower extremity and pelvis of pedestrian, which provides a reference for the development of similar front bumper system in the future.
Zhu, He, Wang, Guorong, Lv, Xiaojiang, Hu, Shuaishuai, Yang, Heping, Liang, Yun, Wang, Pengxiang
Finite Element Modeling of Passenger-Side Small Overlap Crash Test with a View to Correlate the Right Foot Kinematics and Injury of the Hybrid-III Dummy2022-01-08613/29/2022
The Insurance Institute of Highway Safety (IIHS) introduced driver side small overlap test in 2012 and added the passenger side small overlap test in 2018 to the top safety pick plus ratings requirement. The injury of a passenger’s outboard right foot in the passenger-side small overlap rigid barrier (PSORB) test is of more concern compared to the driver’s outboard left foot in the driver-side small overlap rigid barrier (DSORB) test. The reason is, the passenger’s right foot is positioned just above the carpet on the toe pan, and is closer to the barrier during the PSORB impact event, unlike the driver’s outboard left foot in DSORB, which rests on a stiff foot rest. So it is often necessary to develop countermeasures to protect the passenger from lower leg injuries. This paper describes a time efficient method to model the PSORB occupant sled model using finite element modeling and it also demonstrates the model’s application in the process of countermeasure development for the protection of a passenger from lower leg injuries. Finite element (FE) models of the Hybrid-III dummy, passenger airbag, knee airbag, seat belt system and other critical vehicle components and assemblies were modeled as required and integrated in the sled model. A detailed finite element model of the carpet assembly was also modeled. The paper also explains a quick and simple scaling method used to generate the Ls-Dyna material properties of the different grades of carpet foam, from its respective compression test data. The overall results of the base model and the countermeasure model were validated and confirmed with their respective internal small overlap rigid barrier tests. The proposed method of modeling the sled model has shown to be effective with respect to computational time and robust in predicting the passenger’s lower tibia axial force response for a given intrusion rate of the toe pan.
Parab, Milind, Stahmer, Eric, Mohammed, Ansar
2-D CAD Template for SAE J826 H-point MachineJ826/2_202202 (Current)2/18/2022
This document describes the 2-D computer-aided design (CAD) template for the HPM-1 H-point machine or HPD available from SAE. The elements of the HPD include the curve shapes, datum points and lines, and calibration references. The intended purpose for this information is to provide a master CAD reference for design and benchmarking. The content and format of the data files that are available are also described.
Human Accom and Design Devices Stds Comm
H-Point Machine (HPM-II) Specifications and Procedure for H-Point Determination - Auditing Vehicle SeatsJ4002_202202 (Current)2/16/2022
This SAE Standard provides the specifications and procedures for using the H-point machine (HPM1) to audit vehicle seating positions. The HPM is a physical tool used to establish key reference points and measurements in a vehicle (see Figure 1 and Appendix A). The H-point design tool (HPD) is a simplified CAD2 version of the HPM, which can be used in conjunction with the HPM to take the optional measurements specified in this document, or used independently during product design (see Appendix D). These H-point devices provide a method for reliable layout and measurement of occupant seating compartments and/or seats. This document specifies the procedures for installing the H-point machine (HPM) and using the HPM to audit (verify) key reference points and measurements in a vehicle. The devices are intended for application at designated seating positions. They are not to be construed as tools that measure or indicate occupant capabilities or comfort. They are not intended for use in defining or assessing temporary seating, such as folding jump seats.
Human Accom and Design Devices Stds Comm
Incorporating Computer Vision and Uncertainty into AI for Robotic ProstheticsTBMG-407642/1/2022
Researchers have developed new software that can enable people using robotic prosthetics or exoskeletons to walk in a safer, more natural manner on different types of terrain. The new framework incorporates computer vision into prosthetic leg control and includes robust artificial intelligence (AI) algorithms that allow the software to better account for uncertainty.
3D CAD for SAE J826 H-Point MachineJ826/3_202111 (Current)11/16/2021
This document describes the 3D computer-aided design (CAD) parts and file formats for the HPM-1 H-point machine available from SAE. The intended purpose for this information is to provide a master CAD reference for design and benchmarking.
Human Accom and Design Devices Stds Comm
Vacuum Excavation and Sewer Cleaning Equipment - Safety RequirementsJ3107_202109 (Current)9/21/2021
This SAE Standard provides safety requirements for vacuum excavation and sewer cleaning equipment. This document is not intended to cover equipment addressed by other on-road federal, state, and local regulations. Truck-mounted or trailer-mounted vehicles are required to meet local or regional on-road requirements, as applicable.
MTC9, Trenching and Horizontal Earthboring Machines
Devices for Use in Defining and Measuring Vehicle Seating AccommodationJ826_202106 (Current)6/22/2021
The devices of this SAE Standard provide the means by which passenger compartment dimensions can be obtained using a deflected seat rather than a free seat contour as a reference for defining seating space. All definitions and dimensions used in conjunction with this document are described in SAE J1100. These devices are intended only to apply to the driver side or center occupant seating spaces and are not to be construed as instruments which measure or indicate occupant capabilities or comfort. This document covers only one H-point machine installed on a seat during each test. Certified H-point templates and machines can be purchased from: SAE International 400 Commonwealth Drive Warrendale, PA 15096-0001 Specific procedures are included in Appendix A for seat measurements in short- and long-coupled vehicles and in Appendix B for measurement of the driver seat cushion angle. Specifications and a calibration inspection procedure for the H-point machine are given in Appendix C. Additional considerations are necessary when a head restraint measuring device (HRMD) is mounted to an H-point machine (Appendix D).
Human Accom and Design Devices Stds Comm
An Improvement to the THOR-50M Upper Leg Qualification Test Methodology130555/21/2021
Millis, William
Field Data Study of the Effect of Knee Airbags on Lower Extremity Injury in Frontal Crashes2021-01-09134/6/2021
Knee airbags (KABs) are one countermeasure in newer vehicles that could influence lower extremity (LEX) injury, the most frequently injured body region in frontal crashes. To determine the effect of KABs on LEX injury for drivers in frontal crashes, the analysis examined moderate or greater LEX injury (AIS 2+) in two datasets. Logistic regression considered six main effect factors (KAB deployment, BMI, age, sex, belt status, driver compartment intrusion). Eighty-five cases with KAB deployment from the Crash Injury Research and Engineering Network (CIREN) database were supplemented with 8 cases from the International Center for Automotive Medicine (ICAM) database and compared to 289 CIREN non-KAB cases. All cases evaluated drivers in frontal impacts (11 to 1 o’clock Principal Direction of Force) with known belt use in 2004 and newer model year vehicles. Results of the CIREN/ICAM dataset were compared to analysis of a similar dataset from NASS-CDS (5441 total cases, 418 KAB-deployed). KABs were associated with a reduced rate of LEX injury in the CIREN/ICAM dataset (OR = 0.612, p=0.065), but were inconclusive in the NASS-CDS dataset (OR=0.946, p=0.761). KABs were associated with a reduced rate of knee/thigh/hip injury in CIREN/ICAM (OR = 0.555, p = 0.035) but had no measurable effect on below knee injury in CIREN/ICAM (OR = 0.928, p = 0.765) or NASS-CDS (OR=1.102, p=0.641). In conclusion, KABs were associated with reduced rates of LEX and knee/thigh/hip injury in the CIREN/ICAM dataset and had no measurable effect on below knee injury for drivers in frontal crashes in either dataset.
Schafman, Michelle A., Meitzner, Michael, Baker, Derek, Beebe, MaryAnn, Bentz, Jill, Sadrnia, Hamed, Kleinert, Julie, Wang, Stewart
Incidence and Mechanism of Head, Cervical Spine, Lumbar Spine, and Lower Extremity Injuries for Occupants in Low- to Moderate-Speed Frontal Collisions2021-01-09024/6/2021
Automotive accidents and subsequent personal injury claims incur substantial costs annually. While three-point restraint usage, dual-stage airbags, and knee bolster and side curtain airbags have become more ubiquitous and, in some cases, governmentally mandated for front seat occupants, occupant safety and injury risk assessment continue to be at the forefront of automotive innovation. In this study, we combined analyses of the National Automotive Sampling System Crashworthiness Data System (NASS-CDS; 2007-2015) and the Crash Investigation Sampling System (CISS; 2017) with data acquired from vehicle-to-vehicle crash tests conducted with instrumented anthropomorphic test device (ATD) occupants. Together, these analyses were used to compare and relate field injury rates with potential injury mechanisms in low- to moderate-speed frontal collisions. First, low- to moderate-speed (delta-V ≤ 24 km/h) frontal crash data from NASS-CDS and CISS were analyzed to estimate the rate of AIS 2+ and AIS 3+ cervical spine, lumbar spine, and lower extremity injuries, as well as a subset of AIS 2+ and 3+ head injuries including recorded unconsciousness and concussion. The results of these analyses were related to occupant loading data from comparative frontal crash tests, conducted at delta-Vs ranging from 6 to 19 km/h. Kinematic and kinetic data for the head, cervical spine, lumbar spine, and femur collected in the frontal crash tests were well below injury thresholds. Analysis of the NASS-CDS and CISS data demonstrated low rates of injury to the head, cervical spine, lumbar spine, and lower extremities in low- to moderate-speed frontal collisions. Review of these frontal crashes revealed that several factors, outside of collision severity, may affect injury likelihood, including muscle activation, seatbelt status, frontal and knee bolster airbag deployment, seat track position, out-of-positioning, age, gender, interaction with vehicle interior structures, and vehicle-to-vehicle impact orientation, which includes both degree of overlap and obliquity.
Davis, M., Mkandawire, C., Brown, T., Pasquesi, S.
Incidence and Mechanisms of Head, Cervical Spine, Lumbar Spine, and Lower Extremity Injuries for Occupants in Low- to Moderate-Speed Rear-End Collisions2021-01-09004/6/2021
Automotive accidents and subsequent personal injury claims incur substantial costs annually. While seat and head restraint design continue to evolve and improve, occupant safety and injury risk assessment in rear-end collisions remain at the forefront of automotive innovation. In this study, we combined statistical analyses of nine years (2007-2015) of data from the National Automotive Sampling System Crashworthiness Data System (NASS-CDS) database and one year (2017) of data from the Crash Investigation Sampling System (CISS) database with data acquired from vehicle-to-vehicle crash tests conducted with instrumented anthropomorphic test device (ATD) occupants. Together, these analyses were used to compare and relate field injury rates with potential mechanisms underlying head, cervical spine, lumbar spine, and lower extremity injuries in low-to moderate-speed rear-end collisions. First, we performed statistical analyses of the NASS-CDS and CISS databases to estimate the rate of AIS 2+ and AIS 3+ cervical spine, lumbar spine, and lower extremity injuries, as well as a subset of AIS 2+ and AIS 3+ internal head injuries, including recorded unconsciousness and concussion. The results of these analyses were then compared to measured occupant loading data from rear-end crash tests performed at delta-Vs ranging from 5.6 to 19.5 km/h, using restrained, nominally positioned, and instrumented Hybrid III 50th percentile male ATDs. Kinematic and kinetic data for the head, cervical spine, lumbar spine, and lower extremities collected in the low- to moderate-speed rear-end crash tests were well below injury thresholds. Analysis of the NASS-CDS and CISS databases demonstrated low rates of injury to the head, cervical spine, lumbar spine, and lower extremities in low- to moderate-speed rear-end collisions. Review of these rear-end crashes revealed that, outside of collision speed and crash severity, potential muscle activation, occupant age, and occupant compartment configuration may play a role in increasing the likelihood of injury.
Davis, M., Mkandawire, C., Brown, T., Pasquesi, S.
Biomechanical Responses and Injury Assessment of Post Mortem Human Subjects in Various Rear-facing Seating Configurations2020-22-00054/2/2021
The objective of this study was to generate biomechanical corridors from post-mortem human subjects (PMHS) in two different seatback recline angles in 56 km/h sled tests simulating a rear-facing occupant during a frontal vehicle impact. PMHS were placed in a production seat which included an integrated seat belt. To achieve a repeatable configuration, the seat was rigidized in the rearward direction using a reinforcing frame that allowed for adjustability in both seatback recline angle and head restraint position. The frame contained instrumentation to measure occupant loads applied to the head restraint and seatback. To measure PMHS kinematics, the head, spine, pelvis, and lower extremities were instrumented with accelerometers and angular rate sensors. Strain gages were attached to anterior and posterior aspects of the ribs, as well as the mid-shaft of the femora and tibiae, to determine fracture timing. A chestband was installed at the mid sternum to quantify chest deformation. Biomechanical corridors for each body and seat location were generated for each recline angle to provide data for quantitatively evaluating the biofidelity of ATDs and HBMs. Injuries included upper extremity injuries, rib fractures, pelvis fractures, and lower extremity injuries. More injuries were documented in the 45-degree recline case than in the 25-degree recline case. These injuries are likely due to the excessive ramping up and corresponding kinematics of the PMHS. Biomechanical corridors and injury information presented in this study could guide the design of HBMs and ATDs in rigid, reclined, rear-facing seating configurations during a high-speed frontal impact.
Kang, Yun-Seok, Stammen, Jason, Ramachandra, Rakshit, Agnew, Amanda M., Hagedorn, Alena, Thomas, Colton, Kwon, Hyun Jung, Moorhouse, Kevin, Bolte, John H.
2020 Create the Future Design Contest: Consumer Product Design Category Winner — The Ring Prosthetic LegTBMG-3820612/1/2020
Vacuum Excavation and Sewer Cleaning Equipment - Safety RequirementsJ3107_202007 (Historical)7/17/2020
This SAE standard provides safety requirements for vacuum excavation and sewer cleaning equipment. This document is not intended to cover equipment addressed by other on-road federal, state, and local regulations. Truck-mounted or trailer-mounted vehicles are required to meet local or regional on-road requirements, as applicable.
MTC9, Trenching and Horizontal Earthboring Machines
Operator Controls - Off-Road MachinesJ1814_202005 (Current)5/22/2020
General criteria are presented as guidelines for: control device location, resistance, and actuation of hand and foot controls by the machine’s operator. The criteria are based upon physical limitations as defined by human factors engineering principles.
HFTC1, Controls, Visibility, Anthropometrics, Accessibility
A Design and Optimization Method for Pedestrian Lower Extremity Injury Analysis with the aPLI Model2020-01-09294/14/2020
As pedestrian protection tests and evaluations have been officially incorporated into new C-NCAP, more stringent requirements have been placed on pedestrian protection performance. In this study, in order to reduce the injury of the vehicle front end structure to the pedestrian's lower extremity during the collision, the advanced pedestrian legform impactor (aPLI) model was used in conjunction with the finite element vehicle model for collision simulation based on the new C-NCAP legform test evaluation regulation. This paper selected the key components which have significant influences on the pedestrian's leg protection performance based on the CAE vehicle model, including front bumper, front-cover plate, upper impact pillar, impact beam and lower support plate, to form a simplified model and conducted parametric modeling based on it. Then, the variable correlation analysis was carried out on the sample results obtained from the design of experiment (DOE), and the contribution analysis of design variables to the injury measures was discussed. The sample variables and responses were also used to construct the approximate models for further optimization studies. Taking the pedestrian lower extremity injuries as the optimization target, the front end structural parameters were matched and optimized. Finally, an optimal configuration for parameter matching of key components of the front end structure for pedestrian protection was established, which effectively improve the protection of pedestrian lower extremity.
Fu, Yue, Xu, Huijie, Lin, Guan, Zhan, Zhenfei, Wang, Ping, Chen, Ruyi, Yu, Huili
Biofidelity of THOR 5th Percentile Female ATD in Ankle Eversion and Inversion2020-01-05284/14/2020
Females have higher frequency and risk of foot and ankle injuries in motor vehicle collisions than similar-sized males. Therefore, lower extremity biofidelity and accurate injury prediction of female ATDs is critical. This paper aims to compare the THOR 5th percentile female (THOR-05F) anthropomorphic test device (ATD) response with male and female PMHS data of various sizes under ankle inversion and eversion. The THOR-05F lower extremity was subjected to dynamic inversion and eversion ankle loading with a constant 2000N axial force applied through the tibia. Twelve THOR-05F tests (3 inversion and 3 eversion on both, left and right legs) were performed with boundary conditions consistent with previous post-mortem human subject (PMHS) lower extremity tests. The biofidelity of THOR-05F ankle stiffness was evaluated via comparison of measured and equal-stress equal-velocity scaled data (using mass-based scale factors) from previous PMHS datasets with mid-size males, small females and larger females. THOR-05F ankle moment-angle response falls within the range of previous mid-sized male and larger female PMHS test data for eversion, when scaled to a small female. However, when compared to PMHS response measured on small female subjects, the THOR-05F response was less stiff in both inversion and eversion. The THOR-05F moments were 65% and 90% less stiff in eversion and inversion respectively, when compared to the average of the measured small female PMHS dataset at 25° ankle rotation. Because ATD stiffness differs from measured PMHS ankle stiffness, care should be taken when applying PMHS-based injury risk functions (IRF) to the THOR-05F ankle.
Kulkarni, Shubham, Roberts, Carolyn, Foltz, Patrick, Forman, Jason
Items per page:
1 – 50 of 438