Sunnevång Cecilia, Pipkorn Bengt, Boström Ola
a Department of Surgical and Perioperative Science , Umeå University , Umeå , Sweden.
b Autoliv Research , Vårgårda , Sweden.
Traffic Inj Prev. 2015;16 Suppl 2:S217-23. doi: 10.1080/15389588.2015.1061665.
This study aims, by means of the WorldSID 50th percentile male, to evaluate thoracic loading and injury risk to the near-side occupant due to occupant-to-occupant interaction in combination with loading from an intruding structure.
Nine vehicle crash tests were performed with a 50th percentile WorldSID male dummy in the near-side (adjacent to the intruding structure) seat and a THOR or ES2 dummy in the far-side (opposite the intruding structure) seat. The near-side seated WorldSID was equipped with 6 + 6 IR-Traccs (LH and RH) in the thorax/abdomen enabling measurement of bilateral deflection. To differentiate deflection caused by the intrusion, and the deflection caused by the neighboring occupant, time history curves were analyzed. The crash tests were performed with different modern vehicles, equipped with thorax side airbags and inflatable curtains, ranging from a compact car to a large sedan, and in different loading conditions such as car-to-car, barrier, and pole tests. Lateral delta V based on vehicle tunnel acceleration and maximum residual intrusion at occupant position were used as a measurement of crash severity to compare injury measurements.
In the 9 vehicle crash tests, thoracic loading, induced by the intruding structure as well as from the far-side occupant, varied due to the size and structural performance of the car as well as the severity of the crash. Peak deflection on the thoracic outboard side occurred during the first 50 ms of the event. Between 70 to 150 ms loading induced by the neighboring occupant occurred and resulted in an inboard-side peak deflection and viscous criterion. In the tests where the target vehicle lateral delta V was below 30 km/h and intrusion less than 200 mm, deflections were low on both the outboard (20-40 mm) and inboard side (10-15 mm). At higher crash severities, delta V 35 km/h and above as well as intrusions larger than 350 mm, the inboard deflections (caused by interaction to the far-side occupant) were of the same magnitude or even higher (30-70 mm) than the outboard deflections (30-50 mm).
A WorldSID 50th percentile male equipped with bilateral IR-Traccs can detect loading to the thorax from a neighboring occupant making injury risk assessment feasible for this type of loading. At crash severities resulting in a delta V above 35 km/h and intrusions larger than 350 mm, both the inboard deflection and VC resulted in high risks of Abbreviated Injury Scale (AIS) 3+ injury, especially for a senior occupant.
本研究旨在借助世界SID第50百分位男性模型，评估在车辆碰撞时，侵入结构的载荷以及驾乘人员之间的相互作用对近侧驾乘人员胸部造成的载荷和受伤风险。
进行了9次车辆碰撞试验，在近侧（靠近侵入结构）座椅上放置一个第50百分位的世界SID男性假人，在远侧（与侵入结构相对）座椅上放置一个THOR或ES2假人。近侧就座的世界SID假人在胸部/腹部配备了6 + 6个红外跟踪器（左右两侧），能够测量双侧挠度。为了区分由侵入引起的挠度和由相邻驾乘人员引起的挠度，对时间历程曲线进行了分析。碰撞试验使用了不同的现代车辆，从紧凑型汽车到大型轿车，均配备了胸部侧面安全气囊和充气式安全帘，并在不同的载荷条件下进行，如车对车、碰撞护栏和撞杆试验。基于车辆通道加速度的横向速度变化量（delta V）和驾乘人员位置处的最大残余侵入量被用作碰撞严重程度的测量指标，以比较受伤测量结果。
在9次车辆碰撞试验中，由侵入结构以及远侧驾乘人员引起的胸部载荷，因汽车的尺寸和结构性能以及碰撞的严重程度而有所不同。胸部外侧的峰值挠度出现在事件的前50毫秒内。在70至150毫秒之间，由相邻驾乘人员引起的载荷出现，并导致内侧峰值挠度和粘性准则。在目标车辆横向速度变化量低于30公里/小时且侵入量小于200毫米的试验中，外侧（20 - 40毫米）和内侧（10 - 15毫米）的挠度都很低。在更高的碰撞严重程度下，横向速度变化量达到35公里/小时及以上，以及侵入量大于350毫米时，内侧挠度（由与远侧驾乘人员的相互作用引起）与外侧挠度（30 - 50毫米）大小相同，甚至更高（30 - 70毫米）。
配备双侧红外跟踪器的第50百分位世界SID男性模型能够检测到相邻驾乘人员对胸部的载荷，从而使针对此类载荷的受伤风险评估成为可能。在碰撞严重程度导致横向速度变化量高于35公里/小时且侵入量大于350毫米的情况下，内侧挠度和粘性准则均导致了较高的简略损伤评分（AIS）3+级损伤风险，尤其是对于年长的驾乘人员。
