VanRoosmalen L, Bertocci G E, Ha D, Karg P
Department of Rehabilitation Science and Technology, Injury Risk Assessment and Prevention Laboratory, University of Pittsburgh, Pittsburgh, PA 15260, USA.
Med Eng Phys. 2001 Dec;23(10):687-98. doi: 10.1016/s1350-4533(01)00082-0.
Individuals often use their wheelchair as a motor vehicle seat when traveling in motor vehicles. The current use of fixed vehicle-mounted wheelchair occupant restraint systems (FWORSs) often results in poor belt fit and discomfort. Additionally, satisfaction, usability and usage rate of FWORSs during transit use are often low. The automotive industry has shown improved occupant restraint usage, belt fit and injury protection when integrating the upper torso and pelvic restraint in a motor vehicle seat. This study compared occupant injury measures of a FWORS to a concept wheelchair integrated restraint system (WIRS) using a 20g frontal sled impact test with a 30 mph change in velocity. Neck loads, neck moments, head, pelvis and chest acceleration, sternum compression and knee and head excursion data were recorded from the wheelchair seated 50th percentile male hybrid III anthropomorphic test dummy (ATD). The WIRS resulted in a lower head injury criteria (HIC) value, lower sternum compression and a lower upper-torso restraint load than the FWORS. Compared with the FWORS, increased head, knee and wheelchair excursions and higher neck loads and moments were measured in the WIRS test. Both restraint scenario injury parameters were complied with occupant injury criteria based on General Motors Injury Assessment Reference Values (GM-IARVs) and occupant kinematic requirements defined by the Society of Automotive Engineers (SAE) voluntary standard, J2249. A higher motion criteria index was calculated for the WIRS scenario and a comparable combined injury criteria index was calculated for both restraint scenarios. The sled impact test showed WIRS concept feasibility, facilitating further development by industrial manufacturers who might further want to pursue this restraint principle to increase wheelchair occupant safety and comfort during transport in motor vehicles.
人们在乘坐机动车出行时，常常将轮椅用作机动车座椅。目前使用的固定式车载轮椅乘员约束系统（FWORS）往往导致安全带贴合不佳且让人不适。此外，FWORS在转运过程中的满意度、可用性和使用率通常较低。汽车行业在将上半身和骨盆约束装置集成到机动车座椅中后，乘员约束装置的使用情况、安全带贴合度和伤害防护都有所改善。本研究使用20g的正面雪橇碰撞试验，速度变化为每小时30英里，比较了FWORS与概念性轮椅集成约束系统（WIRS）的乘员伤害指标。从坐在轮椅上的第50百分位男性混合III型人体模型试验假人（ATD）记录颈部负荷、颈部力矩、头部、骨盆和胸部加速度、胸骨压缩以及膝盖和头部偏移数据。与FWORS相比，WIRS的头部损伤标准（HIC）值更低、胸骨压缩更小且上半身约束负荷更低。与FWORS相比，在WIRS测试中测得头部、膝盖和轮椅的偏移增加，颈部负荷和力矩更高。两种约束场景的伤害参数均符合基于通用汽车伤害评估参考值（GM - IARVs）的乘员伤害标准以及汽车工程师协会（SAE）自愿标准J2249定义的乘员运动学要求。为WIRS场景计算出更高的运动标准指数，为两种约束场景计算出可比的综合伤害标准指数。雪橇碰撞试验表明WIRS概念具有可行性，有助于工业制造商进一步开发，他们可能希望进一步遵循这种约束原理，以提高轮椅乘员在机动车运输过程中的安全性和舒适度。
