Biomechanics Research Laboratory, Department of Orthopaedics and Rehabilitation, Yale University School of Medicine, New Haven, Connecticut, USA.
Traffic Inj Prev. 2010 Oct;11(5):514-21. doi: 10.1080/15389588.2010.494696.
Objectives of this study were to investigate the motions of Volvo's Whiplash Protection System (WHIPS) seat and occupant during simulated rear crashes of a human model of the neck (HUMON).
HUMON consisted of a human neck specimen (n = 6) mounted to the torso of BioRID II and carrying an anthropometric head stabilized with muscle force replication. HUMON was seated and secured in a 2005 Volvo XC90 minivan seat that included WHIPS and a fixed head restraint. Rear crashes of 9.9 g (ΔV 9.2 kph), 12.0 g (ΔV 11.4 kph), and 13.3 g (ΔV 13.4 kph) were simulated and WHIPS and occupant motions were monitored. Linear regression analyses (P < .05) were used to determine relationships between WHIPS and occupant motion peaks using data from all crashes combined.
WHIPS motions consisted of simultaneous rearward and downward translations and extension of the seatback and plastic deformation of the bilateral WHIPS energy-absorbing components. Peak WHIPS motions were linearly correlated only with peak rearward occupant translations. Less rearward pelvis translation was required to cause WHIPS activation as compared to T1 translation.
WHIPS reduced peak T1 horizontal acceleration by 39 percent compared to sled acceleration. This was within the range previously reported for WHIPS, between 30 and 60 percent, but higher than the 16 percent reduction previously reported due to active head restraint. Absorption of crash energy occurred during the initial 75 ms and the onset of head support occurred at 114 ms. Differential head-torso motions occurred prior to and during head support, indicating the potential for neck injury even with WHIPS.
本研究旨在通过模拟人体颈部模型（HUMON）的追尾碰撞，探讨沃尔沃颈椎保护系统（WHIPS）座椅和乘员的运动情况。
HUMON 由一个安装在 BioRID II 躯干上的人体颈部标本（n = 6）和一个带有肌肉力复制稳定的人体头部组成。HUMON 被放置并固定在 2005 年沃尔沃 XC90 小型货车座椅上，其中包括 WHIPS 和固定头枕。模拟了 9.9 g（ΔV 9.2 kph）、12.0 g（ΔV 11.4 kph）和 13.3 g（ΔV 13.4 kph）的追尾碰撞，监测了 WHIPS 和乘员的运动情况。使用所有碰撞的综合数据，线性回归分析（P <.05）用于确定 WHIPS 和乘员运动峰值之间的关系。
WHIPS 运动包括座椅靠背的向后和向下平移以及延伸，以及双侧 WHIPS 吸能部件的塑性变形。WHIPS 运动的峰值仅与乘员向后运动的峰值呈线性相关。与 T1 平移相比，WHIPS 激活所需的骨盆后移较小。
与滑橇加速度相比，WHIPS 将 T1 水平加速度的峰值降低了 39%。这在 WHIPS 先前报道的 30%至 60%的范围内，但高于由于主动头枕而导致的 16%的降低。碰撞能量的吸收发生在最初的 75 毫秒内，头枕的起始发生在 114 毫秒。在头枕开始之前和期间，头部和躯干之间发生了差异运动，这表明即使有 WHIPS，颈部也存在受伤的风险。
