Lamielle Sophie, Vezin Philippe, Verriest Jean-Pierre, Petit Philippe, Trosseille Xavier, Vallancien Guy
Université de Lyon.
Stapp Car Crash J. 2008 Nov;52:267-94. doi: 10.4271/2008-22-0011.
According to accident analysis, submarining is responsible for most of the frontal car crash AIS 3+ abdominal injuries sustained by restrained occupants. Submarining is characterized by an initial position of the lap belt on the iliac spine. During the crash, the pelvis slips under the lap belt which loads the abdomen. The order of magnitude of the abdominal deflection rate was reported by Uriot to be approximately 4 m/s. In addition, the use of active restraint devices such as pretensioners in recent cars lead to the need for the investigation of Out-Of-Position injuries. OOP is defined by an initial position of the lap belt on the abdomen instead of the pelvis resulting in a direct loading of the abdomen during pretensioning and the crash. In that case, the penetration speed of the belt into the abdomen was reported by Trosseille to be approximately 8 to 12 m/s. The aim of this study was to characterize the response of the human abdomen in submarining and OOP. A total of 8 PMHS abdomens were loaded using a lap belt. In order to investigate the injury mechanisms, the abdominal deflection rate and the compression were imposed such that they were not correlated. The specimens were seated upright in a fixed back configuration. The lap belt was placed at the level of the mid-umbilicus, between the iliac crest and the 12th rib. The belt was pulled horizontally along the sides of the specimens causing a symmetrical loading of the abdomen. In addition to the local parameters such as the belt and back forces or the belt displacements, the 3D external deformation of the abdomen was recorded. The forces measured between the back of the cadaver and the seat showed that a mass effect should be taken into account in the abdominal behaviour in addition to viscosity. The back force was greater than the belt force in low speed (submarining like) tests while it was lower for high-speed (OOP like) tests. A lumped parameter model was developed to confirm the experimental results and to be able to compare the load penetration characteristics to the results reported in the literature. The injury outcomes are provided and compared to all the published data. The PMHS sustained MAIS2-3 abdominal injuries in the low speed tests and MAIS2-4 injuries in the high speed tests. Finally, the dynamic 3D deformation of the abdominal wall was reconstructed and is provided for further validation of finite element models of the human abdomen.
根据事故分析，对于系安全带的驾乘人员在正面汽车碰撞中所遭受的大多数AIS 3+级腹部损伤，“潜水”现象是主要原因。“潜水”的特征是安全带初始位置位于髂嵴上。在碰撞过程中，骨盆在安全带下方滑动，从而对腹部施加负荷。Uriot报告称腹部偏移率的量级约为4米/秒。此外，近期汽车中使用主动约束装置（如预紧器）导致有必要对失位损伤进行研究。失位的定义是安全带初始位置在腹部而非骨盆上，这导致在预紧和碰撞过程中腹部直接受到负荷。在那种情况下，Trosseille报告称安全带刺入腹部的速度约为8至12米/秒。本研究的目的是描述人体腹部在“潜水”和失位情况下的反应。使用安全带对总共8具人体尸体腹部标本进行加载。为了研究损伤机制，施加的腹部偏移率和压缩量使其不相关。标本以固定的靠背姿势直立就座。安全带放置在脐部中间水平，在髂嵴和第12肋之间。安全带沿标本两侧水平拉动，对腹部造成对称负荷。除了诸如安全带和靠背力或安全带位移等局部参数外，还记录了腹部的三维外部变形。在尸体背部和座椅之间测量的力表明，除了粘性外，在腹部行为中还应考虑质量效应。在低速（类似“潜水”）试验中，靠背力大于安全带力，而在高速（类似失位）试验中则较低。开发了一个集总参数模型来确认实验结果，并能够将负荷穿透特性与文献中报告的结果进行比较。给出了损伤结果并与所有已发表的数据进行比较。在低速试验中，人体尸体腹部标本遭受了MAIS2 - 3级腹部损伤，在高速试验中遭受了MAIS2 - 4级损伤。最后，重建了腹壁的动态三维变形，并提供以进一步验证人体腹部的有限元模型。
