Biomechanics Practice, Exponent Inc, Farmington Hills, Michigan.
ProBiomechanics LLC, Bloomfield Hills, Michigan.
Traffic Inj Prev. 2021;22(1):43-50. doi: 10.1080/15389588.2020.1842380. Epub 2020 Dec 8.
Intrusion of the occupant compartment increases the risks for severe injury and death. This study analyzes rear sled and crash tests with an instrumented second-row Hybrid III 5 percentile anthropometric test device (ATD) to assess occupant kinematics and biomechanical responses with and without intrusion of the second-row seatback.
Three sled tests and four crash tests were conducted with a 1993 Ford Taurus and a belted 5 female ATD seated behind a belted 50 male ATD on the right-side of the vehicle. The sled tests were conducted at 25, 33 and 40 km/h and involved no intrusion. The first crash test was conducted with a passenger car striking the vehicle at 80 km/h with full centerline overlap. The second to fourth crash tests were with a Sport Utility Vehicle (SUV) striking with a 50% overlap. Tests 2 and 3 were at 51 km/h and test 4, at 80 km/h impact speed. A large wooden speaker box was placed in the trunk of the Taurus in tests 3 and 4. Second-row intrusion was measured at the right-rear outboard package shelf retractor.
The sled tests without intrusion had occupant responses below injury assessment reference values (IARVs). The right second-row ATD moved rearward relative to the interior, compressing the rear seatback until it rebounded forward. Occupant compartment intrusion of 12-77 cm in the crash tests pushed the ATD forward, increasing head and chest acceleration. The head, neck and chest biomechanical responses were below IARVs in crash tests 1 to 3 with minimal intrusion (≤ 25 cm). Most of the biomechanical responses were above IARVs for the right second-row ATD in test 4 with higher intrusion. The HIC increased with intrusion. Head acceleration was more than 2.5-times greater in test 3 than in test 2, highlighting the importance of cargo in rear crashes. Test 4 had 2.4-times more energy than test 3 and up to 7.7 times greater biomechanical responses with 77 cm of intrusion.
The crash tests show that intrusion increases occupant responses in the right second-row seat and pushes the occupant forward in rear impacts. The sled tests without intrusion had relatively low biomechanical responses. Intrusion was influenced by the crash energy and cargo.
乘客舱的侵入会增加严重受伤和死亡的风险。本研究分析了带有仪器化的后排 Hybrid III 5 百分位人体模型测试设备（ATD）的后排 sled 和碰撞测试，以评估有和没有后排座椅靠背侵入时的乘员运动学和生物力学响应。
使用 1993 年福特 Taurus 和系好安全带的 5 百分位女性 ATD，在车辆右侧后排座位上对系好安全带的 50 百分位男性 ATD 进行了 3 次 sled 测试和 4 次碰撞测试。 sled 测试速度分别为 25、33 和 40 公里/小时，且没有侵入。第一次碰撞测试是乘用车以 80 公里/小时的速度与车辆正面全重叠碰撞。第二次至第四次碰撞测试是 SUV 以 50%重叠撞击。测试 2 和 3 的撞击速度为 51 公里/小时，测试 4 的撞击速度为 80 公里/小时。在 Taurus 的后备箱中放置了一个大的木制扬声器箱，用于测试 3 和 4。后排座椅靠背侵入量通过右后座椅外安装架卷收器进行测量。
没有侵入的 sled 测试中，乘员的响应低于损伤评估参考值（IARVs）。右侧后排 ATD 相对于内部向后移动，压缩后排座椅靠背，直到它反弹向前。碰撞测试中 12-77 厘米的乘客舱侵入推动 ATD 向前，增加头部和胸部加速度。在侵入量较小（≤25 厘米）的碰撞测试 1 至 3 中，生物力学响应除头部外均低于 IARVs。在侵入量较大的测试 4 中，大多数生物力学响应都高于右侧后排 ATD 的 IARVs。HIC 值随侵入量的增加而增加。与测试 2 相比，测试 3 中的头部加速度增加了 2.5 倍以上，这突出了后碰撞中货物的重要性。测试 4 的能量比测试 3 多 2.4 倍，侵入量为 77 厘米时的生物力学响应最大可达 7.7 倍。
碰撞测试表明，侵入会增加右侧后排座椅上的乘员响应，并在后部碰撞中将乘员向前推动。无侵入 sled 测试中，生物力学响应相对较低。侵入量受碰撞能量和货物的影响。
