Center for Injury Research and Prevention, Children's Hospital of Philadelphia, Philadelphia, Pennsylvania.
Traffic Inj Prev. 2024;25(sup1):S193-S199. doi: 10.1080/15389588.2024.2402929. Epub 2024 Nov 1.
To assess the interaction of multiple rearward-facing (RF) and forward-facing (FF) CRS restrained pediatric occupants on their kinetics in oblique impacts.
A Q3s and a Q1.5 ATD were restrained in 2 CRSs of varying widths-standard (503mm) and slim-fit (425mm)-in the 2 rear outboard seats of a 2023 compact sedan rigidized rear seat bench. A surrogate door structure was mounted at the left outboard location. The Q1.5 was seated in an RF configuration, and the Q3s was seated in RF or FF configurations across tests. The ATDs were restrained as follows: (1) both ATDs in standard CRSs and (2) both ATDs in slim-fit CRSs, switching between the outboard seats for a total of 8 conditions. The condition with the highest head kinetic metrics from these tests was reproduced in a ninth test with the rear seat's center armrest lowered between CRSs. The entire environment was subjected to an oblique impact at 60° using the FMVSS 213 impact pulse.
The Q3s' head contacted the nearby CRS shell when seated farside. When seated nearside, the Q3s' head contacted the surrogate door structure in 1 of 4 conditions. The Q1.5's head contacted the nearby CRS in 2 of 4 conditions when seated farside. The Q3s when seated RF had higher HIC15 and head 3ms clip acceleration (H), regardless of farside or nearside position. When seated farside, upper neck tensile force (F) for the Q3s in FF configuration (2,317.4 and 2,077.9 N) was higher than that in RF configuration (1,850.8 and 1,802.8 N). When seated nearside, the same in FF configuration (701.3 and 1,029.4 N) was lower than that in RF configuration (997.6 and 1,261.7 N). Repeating the condition with the highest head kinetic metrics (HIC15 = 1246; H = 114.4 ) but lowering the center armrest between the CRSs resulted in lower head kinetic metrics (HIC15 = 916, H = 93.5 ).
In most cases, the farside seated ATD's head contacted the nearside CRS shell, resulting in elevated injury metric numbers and higher loading in both CRS types. The nearside ATD did not experience detrimental effects of the interaction with the farside occupant and CRS.
评估多个后向（RF）和前向（FF）CRS 约束儿科乘员在斜碰撞中的动力学相互作用。
在 2023 年一款紧凑型轿车刚性后排座椅的两个后排外侧座椅上，使用两种不同宽度的标准（503mm）和修身型（425mm）CRS 约束了一个 Q3s 和一个 Q1.5 ATD。在左侧外侧位置安装了一个替代门结构。Q1.5 以 RF 配置就座，而 Q3s 在 RF 或 FF 配置中跨越测试就座。ATD 的约束方式如下：（1）两个 ATD 都在标准 CRS 中，（2）两个 ATD 都在修身型 CRS 中，在外侧座椅之间切换，共进行了 8 次测试。从这些测试中获得最高头部动力学指标的情况在第九次测试中再现，在后排座椅的中央扶手在 CRS 之间降低的情况下进行。整个环境使用 FMVSS 213 冲击脉冲以 60°进行斜向冲击。
当 Q3s 坐在 FAR 侧时，头部接触到附近的 CRS 外壳。当坐在 NEAR 侧时，Q3s 的头部在 4 种情况中的 1 种情况下接触到替代门结构。当 Q1.5 坐在 FAR 侧时，在 4 种情况中的 2 种情况下头部接触到附近的 CRS。当 Q3s 以 RF 配置坐在 FAR 侧时，HIC15 和头部 3ms 夹加速度（H）更高，无论 FAR 侧还是 NEAR 侧位置如何。当 Q3s 坐在 FAR 侧时，FF 配置的上颈部拉伸力（F）（2317.4 和 2077.9N）高于 RF 配置（1850.8 和 1802.8N）。当 Q3s 坐在 NEAR 侧时，FF 配置的相同值（701.3 和 1029.4N）低于 RF 配置（997.6 和 1261.7N）。重复头部动力学指标最高的情况（HIC15=1246；H=114.4），但降低 CRS 之间的中央扶手，导致头部动力学指标降低（HIC15=916，H=93.5）。
在大多数情况下，坐在 FAR 侧的 ATD 的头部接触到 NEAR 侧的 CRS 外壳，导致伤害指标数值升高，两种 CRS 类型的负载增加。NEAR 侧的 ATD 没有受到与 FAR 侧乘员和 CRS 相互作用的不利影响。
