Center for Injury Research and Prevention, Children's Hospital of Philadelphia, Pennsylvania, Pennsylvania.
Injury Biomechanics Research Center, The Ohio State University, Columbus, Ohio.
Traffic Inj Prev. 2024;25(sup1):S200-S207. doi: 10.1080/15389588.2024.2371522. Epub 2024 Nov 1.
To quantify the head and chest injury metrics associated with a pediatric anthropomorphic test device (ATD) in rearward-facing infant child restraint system (CRS) models positioned directly behind a center console during frontal impact sled tests.
Sled tests using the Federal Motor Vehicle Safety Standard (FMVSS) 213 frontal crash pulse were performed. The test buck comprised a second row middle seat and center console from the same 2023 model mid-size SUV spaced as per the in-vehicle relative dimensions, a force plate covered with an automotive floor mat, a post-mounted shoulder belt simulating the in-vehicle roof-mounted seatbelt and an array of high-speed cameras. The 12-month-old Child Restraint/Air Bag Interaction (CRABI-12) ATD was seated in one of two rearward-facing infant CRS models (model A, rigid lower anchors; model B, flexible lower anchors), which was installed with either the base (support leg or no support leg; attached using lower anchors or the seatbelt) or without the base (attached using the European or US belt path). Conductive foil was attached to the rear surface of the center console and to the shell of the CRS and/or base to quantify contact. The vehicle seat was replaced every second test and the center console was replaced when damaged.
For sled tests of the CRS models with a base attached using lower anchors, there was no contact of the CRS with the center console when the support leg was used, and all head and chest injury metrics were reduced compared to the tests of CRS with no support leg. However, there was contact between the CRS and the center console when the base of the CRS models was attached using the seatbelt, which typically increased head and chest injury metrics compared to the lower anchor attachment method. For CRS model B with the base attached using either the lower anchors or the seatbelt but no support leg, head acceleration 3 ms clip exceeded the injury assessment reference value (IARV) of 80 . All tests resulted in HIC36 values below the IARV of 1000. The tests of the CRS models without a base using the European belt path did not result in contact and had the lowest head and chest injury metrics of all tests, which were all below IARVs. For the tests of the CRS models with the base attached using the seatbelt and tests using the US belt path, chest acceleration 3 ms clip values exceeded the IARV of 60 . Peak normal support leg reaction forces in this study ranged from 3.6 to 4.3 kN.
The rearward-facing CRS models with a base and a support leg attached using lower anchors, or without a base using the European belt path, resulted in the lowest head and chest injury metrics due to not contacting the center console.
量化与儿童后向型汽车儿童约束系统（CRS）模型相关的头部和胸部损伤指标，这些模型在正面碰撞滑橇测试中直接位于中央控制台后面。
使用联邦机动车安全标准（FMVSS）213 正面碰撞脉冲进行滑橇测试。测试台车包括第二排中间座椅和来自同一 2023 年款中型 SUV 的中央控制台，根据车内相对尺寸进行间隔布置，一个带有汽车地垫的力板，一个安装在支柱上的模拟车内车顶安全带的肩部安全带，以及一组高速摄像机。12 个月大的儿童约束/安全气囊相互作用（CRABI-12）ATD 被安置在两个后向型婴儿 CRS 模型之一（模型 A，刚性下锚；模型 B，柔性下锚）中，该模型安装了底座（支撑腿或无支撑腿；使用下锚或安全带固定）或无底座（使用欧洲或美国安全带路径固定）。在后表面中心控制台和 CRS 和/或底座上粘贴导电箔，以量化接触情况。车辆座椅每进行两次测试就会更换一次，而中央控制台在损坏时也会更换。
对于使用下锚固定底座的 CRS 模型的滑橇测试，当使用支撑腿时，CRS 与中央控制台没有接触，与没有支撑腿的 CRS 测试相比，所有头部和胸部损伤指标都有所降低。然而，当 CRS 模型的底座使用安全带固定时，CRS 与中央控制台之间有接触，这通常会增加头部和胸部损伤指标，与下锚固定方法相比。对于使用下锚或安全带但没有支撑腿固定底座的 CRS 模型 B，头部加速度 3ms 剪辑超过 80 的损伤评估参考值（IARV）。所有测试的头部冲击指数 36 （HIC36）值均低于 1000 的 IARV。使用欧洲安全带路径的无底座 CRS 模型的测试没有导致接触，并且所有测试的头部和胸部损伤指标均为最低，均低于 IARV。对于使用安全带固定底座的 CRS 模型和使用美国安全带路径的测试，胸部加速度 3ms 剪辑值超过 60 的 IARV。本研究中，正常支撑腿反作用力峰值范围为 3.6 至 4.3 kN。
由于不与中央控制台接触，使用下锚固定底座和支撑腿的后向型 CRS 模型，或使用欧洲安全带路径的无底座模型，会导致头部和胸部损伤指标最低。
