Yoganandan Narayan, Pintar Frank, Humm John, Rudd Rodney
a Department of Neurosurgery , Medical College of Wisconsin , Milwaukee , Wisconsin.
b U.S. Department of Transportation, NHTSA , Washington , D.C.
Traffic Inj Prev. 2015;16 Suppl 2:S224-30. doi: 10.1080/15389588.2015.1062887.
To conduct near-side moving deformable barrier (MDB) and pole tests with postmortem human subjects (PMHS) in full-scale modern vehicles, document and score injuries, and examine the potential for angled chest loading in these tests to serve as a data set for dummy biofidelity evaluations and computational modeling.
Two PMHS (outboard left front and rear seat occupants) for MDB and one PMHS (outboard left front seat occupant) for pole tests were used. Both tests used sedan-type vehicles from same manufacturer with side airbags. Pretest x-ray and computed tomography (CT) images were obtained. Three-point belt-restrained surrogates were positioned in respective outboard seats. Accelerometers were secured to T1, T6, and T12 spines; sternum and pelvis; seat tracks; floor; center of gravity; and MDB. Load cells were used on the pole. Biomechanical data were gathered at 20 kHz. Outboard and inboard high-speed cameras were used for kinematics. X-rays and CT images were taken and autopsy was done following the test. The Abbreviated Injury Scale (AIS) 2005 scoring scheme was used to score injuries.
MDB test: male (front seat) and female (rear seat) PMHS occupant demographics: 52 and 57 years, 177 and 166 cm stature, 78 and 65 kg total body mass. Demographics of the PMHS occupant in the pole test: male, 26 years, 179 cm stature, and 84 kg total body mass. Front seat PMHS in MDB test: 6 near-side rib fractures (AIS = 3): 160-265 mm vertically from suprasternal notch and 40-80 mm circumferentially from center of sternum. Left rear seat PMHS responded with multiple bilateral rib fractures: 9 on the near side and 5 on the contralateral side (AIS = 3). One rib fractured twice. On the near and contralateral sides, fractures were 30-210 and 20-105 mm vertically from the suprasternal notch and 90-200 and 55-135 mm circumferentially from the center of sternum. A fracture of the left intertrochanteric crest occurred (AIS = 3). Pole test PMHS had one near-side third rib fracture. Thoracic accelerations of the 2 occupants were different in the MDB test. Though both occupants sustained positive and negative x-accelerations to the sternum, peak magnitudes and relative changes were greater for the rear than the front seat occupant. Magnitudes of the thoracic and sternum accelerations were lower in the pole test.
This is the first study to use PMHS occupants in MDB and pole tests in the same recent model year vehicles with side airbag and head curtain restraints. Injuries to the unilateral thorax for the front seat PMHS in contrast to the bilateral thorax and hip for the rear seat occupant in the MDB test indicate the effects of impact on the seating location and restraint system. Posterolateral locations of fractures to the front seat PMHS are attributed to constrained kinematics of occupant interaction with torso side airbag restraint system. Angled loading to the rear seat occupant from coupled sagittal and coronal accelerations of the sternum representing anterior thorax loading contributed to bilateral fractures. Inward bending initiated by the distal femur complex resulting in adduction of ipsilateral lower extremity resulted in intertrochanteric fracture to the rear seat occupant. These results serve as a data set for evaluating the biofidelity of the WorldSID and federalized side impact dummies and assist in validating human body computational models, which are increasingly used in crashworthiness studies.
在全尺寸现代车辆中对尸体进行近侧移动变形壁障（MDB）和柱碰撞试验，记录并对损伤进行评分，研究这些试验中胸部倾斜加载的可能性，以作为用于假人生物逼真度评估和计算建模的数据集。
用于MDB试验的有两名尸体（左前外侧和后排外侧座位乘员），用于柱碰撞试验的有一名尸体（左前外侧座位乘员）。两项试验均使用同一制造商生产的配备侧面安全气囊的轿车。试验前获取了X射线和计算机断层扫描（CT）图像。将三点式安全带约束的假人放置在各自的外侧座位上。加速度计固定在T1、T6和T12脊椎、胸骨和骨盆、座椅轨道、地板、重心以及MDB上。在柱体上使用了测力传感器。以20kHz的频率收集生物力学数据。外侧和内侧高速摄像机用于记录运动学数据。试验后进行了X射线和CT图像拍摄以及尸体解剖。采用2005年简略损伤评分（AIS）方案对损伤进行评分。
MDB试验：男性（前排座位）和女性（后排座位）尸体乘员的人口统计学数据：年龄分别为52岁和57岁，身高分别为177cm和166cm，总体重分别为78kg和65kg。柱碰撞试验中尸体乘员的人口统计学数据：男性，26岁，身高179cm，总体重84kg。MDB试验中前排座位尸体：6处近侧肋骨骨折（AIS = 3）：从胸骨上切迹垂直向下160 - 265mm，从胸骨中心周向40 - 80mm。左后排座位尸体有多处双侧肋骨骨折：近侧9处，对侧5处（AIS = 3）。一根肋骨骨折了两次。在近侧和对侧，骨折分别从胸骨上切迹垂直向下30 - 210mm和20 - 105mm，从胸骨中心周向90 - 200mm和55 - 135mm。左侧股骨转子间嵴发生骨折（AIS = 3）。柱碰撞试验中的尸体有一处近侧第三肋骨骨折。在MDB试验中，两名乘员的胸部加速度不同。尽管两名乘员的胸骨都受到了正向和负向的x加速度，但后排座位乘员的峰值大小和相对变化比前排座位乘员更大。柱碰撞试验中胸部和胸骨加速度的大小较低。
这是第一项在配备侧面安全气囊和头部安全气帘约束装置的同一近期车型车辆中，使用尸体乘员进行MDB和柱碰撞试验的研究。MDB试验中，前排座位尸体的单侧胸部损伤与后排座位乘员的双侧胸部和髋部损伤形成对比，表明了碰撞对座位位置和约束系统的影响。前排座位尸体骨折的后外侧位置归因于乘员与躯干侧面安全气囊约束系统相互作用时的运动受限。胸骨的矢状和冠状加速度耦合导致后排座位乘员胸部前倾加载，从而产生倾斜加载，造成双侧骨折。远端股骨复合体引发的向内弯曲导致同侧下肢内收，致使后排座位乘员发生转子间骨折。这些结果可作为评估WorldSID和联邦化侧面碰撞假人生物逼真度的数据集，并有助于验证在碰撞安全性研究中越来越多地使用的人体计算模型。
