a ProBiomechanics LLC , Bloomfield Hills , Michigan.
Traffic Inj Prev. 2014;15(7):726-33. doi: 10.1080/15389588.2013.879124.
The impact force to the head and neck were measured in sled tests with and without inflation of a combo airbag for a far-side occupant to determine the risk for basilar skull fracture.
Sled tests were run at 24 and 32 km/h (15 and 20 mph) with and without inflation of a combo side airbag to analyze the effect of cross-car diving into the side interior. The matched tests involved one pair at 24 km/h and another at 32 km/h. The 24 km/h pair involved a lap-shoulder-belted 5th percentile female Hybrid III and the series at 32 km/h involved an unbelted 5th percentile Hybrid III. The dummy was ballasted to 69.5 kg (153 lb) and laid on the right side. The dummy was positioned 30.5 cm (12(″)) from the far-side interior to ensure the full sled delta V occurred before head impact. The buck consisted of a 2001 Ford Taurus. The combo thorax-head side airbag was stored in the seatback. The airbag was triggered about 120 ms before the head impact. The head, chest, and pelvis were instrumented with triaxial accelerometers and the upper and lower neck, thoracic spine, and lumbar spine had transducers measuring triaxial loads and moments. High-speed video recorded different views of the dummy motion. Dummy kinematics and biomechanical responses were compared to study the influence of inflating the side airbag on the head and neck.
The top of the head impacted the far side. The force of impact was similar with and without the airbag as the head compressed the airbag and loaded the vehicle interior trim behind the airbag. The peak force on the head was primarily from neck load as torso augmentation occurred. For the 24 km/h (15 mph) tests, the peak force was 4.7 kN (1055 lb) without and 4.8 kN (1088 lb) with the airbag and there was over 2.67 kN (600 lb) of lap belt load. The peak head acceleration was 93 g without and 72 g with the airbag. For the 32 km/h (20 mph) tests, the force on the head was 15.3 kN (3433 lb) without and 15.2 kN (3406 lb) with the airbag, although the instrumentation saturated. The peak head acceleration was 236 g without and 262 g with the airbag.
The airbag reduced head acceleration in the belted test but did not influence the diving forces from torso augmentation through the neck of the far-side occupant. The side airbag did not reduce the risk for basilar skull fracture due to high neck compression loads in either the belted or unbelted tests.
通过对侧气囊充气和不充气的滑橇试验测量头部和颈部的撞击力，以确定对侧乘客的基本头骨骨折风险。
在 24 公里/小时和 32 公里/小时（15 英里/小时和 20 英里/小时）的滑橇试验中进行了测试，以分析跨车侧倾进入侧部内饰的影响。匹配测试涉及一对 24 公里/小时和另一对 32 公里/小时。24 公里/小时的配对涉及一个 lap-shoulder-belted 5th 百分位女性 Hybrid III 和另一个系列在 32 公里/小时的测试涉及未系安全带的 5 百分位 Hybrid III。假人被配重至 69.5 公斤（153 磅）并躺在右侧。假人位于距对侧内部 30.5 厘米（12（″））处，以确保在头部撞击前完全发生滑橇 delta V。底盘由 2001 年福特金牛座组成。组合式胸部头部侧气囊存储在座椅靠背中。气囊在头部撞击前约 120 毫秒被触发。头部、胸部和骨盆配备了三轴加速度计，上颈部、胸椎和腰椎配备了测量三轴载荷和力矩的传感器。高速视频记录了假人运动的不同视图。比较了假人运动学和生物力学响应，以研究充气侧气囊对头部和颈部的影响。
头顶撞击对侧。由于头部压缩气囊并加载气囊后面的车辆内饰件，气囊充气和不充气的撞击力相似。头部的峰值力主要来自颈部载荷，因为躯干增强发生。对于 24 公里/小时（15 英里/小时）的测试，头部的峰值力为 4.7 kN（1055 磅）无气囊和 4.8 kN（1088 磅）有气囊，并且有超过 2.67 kN（600 磅）的安全带载荷。头部的峰值加速度为 93 g 无气囊和 72 g 有气囊。对于 32 公里/小时（20 英里/小时）的测试，头部的力为 15.3 kN（3433 磅）无气囊和 15.2 kN（3406 磅）有气囊，尽管仪器饱和。头部的峰值加速度为 236 g 无气囊和 262 g 有气囊。
气囊减少了带安全带测试中的头部加速度，但没有通过对侧乘客的躯干增强通过颈部的潜水力影响。在带安全带和不带安全带的测试中，侧气囊都没有降低基本头骨骨折的风险，因为颈部受到了很高的压缩载荷。
