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Over the last two decades, there has been extensive research work carried out on the dynamics and potential injuries to the occupants positioned at the struck-side in automobile side impact accidents. With the development of strong vehicle body structures and other passive safety systems, these advances have been proven to effectively reduce probability of injuries and deaths to these "nearside" occupants. The advancement of airbag technologies, seatbelts, side impact door beams etc., have reduced the severity of injuries to the driver during any side impact accidents. The regulation on automotive safety and occupant protection in side impacts require only to examination of the nearside occupant/driver. Real world data has shown that occupants seated away from the nearside called as "far-side" occupants, could also be subjected to serious injuries as well. Hence, it is important to investigate the crash responses and injury potential of far-side occupants individually along with the occupants on the nearside for body-to-body contacts in side impact accidents. The main objective of this research is to examine side impact epidemiology from an injury perspective to far-side occupants. Effort is made here to examine the thorax and pelvic injuries and the role of seatbelts as per FMVSS 214 test conditions. The simulations are carried out with nearside and the far-side impacts by using finite element models of a typical compact car, a moving deformable barrier (MDB), a EuroSID-2 dummy with rib extensions (ES-2RE) and a three-point seatbelt. Occupant kinematics and injury parameters are then compared for both unbelted and belted passengers to investigate the significance of the seatbelts. The results from this study demonstrates and quantifies the differences in the dynamics and injury potential to the nearside and the far-side occupants individually, and their interactions when both are present.
[Author abstract] Every year around the world various types of automobile accidents occur, out of which side impact vehicular collisions are the most severe. Of these, side crashes into fixed narrow objects like trees, poles account for quarter percent of total deaths and serious injuries. Moreover these side impacts present a difficult problem for improving automotive crashworthiness because of the limited crushable zone between the vehicle occupant and the intruding door structure. To improve the automotive safety in side impacts a new pole test has been proposed under Federal Motor Vehicle Safety Standard (FMVSS) 214 to make the existing regulation more comprehensive in addressing the critical head and neck injuries in addition to thoracic and pelvis injuries. In this thesis, a finite element model of the Ford Taurus and Moving Deformable Barrier (MDB) as developed by National Crash Analysis Center (NCAC) has been used for the impact analysis. The US DOT-SID side impact dummy taken from MADYMO dummy database has been used as the vehicle occupant and the rigid pole modeled in MSC. Patran software as the narrow object. Computer Simulations have been analyzed according to the new proposed pole test and (FMVSS) 214 regulation. The critical injury values, the occupant kinematics and the structural damage have been compared justifying the need for the new pole test for improving the occupant safety.
Federal Motor Vehicle Safety Standard 214, “Side Impact Protection” was amended to assure occupant protection in a 33.5 mph crash test and phased-in to new passenger cars during model years 1994-1997. A Thoracic Trauma Index, TTI(d) is measured on Side Impact Dummies seated adjacent to the impact point. Manufacturers upgraded side structures and affixed padding in cars to improve TTI(d). Later, they installed two types of side air bags – torso bags and head air bags – for additional occupant protection in cars and LTVs. This report provides statistical analyses of 1993-2005 crash data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) estimate fatality reductions for these technologies.
The first step was to correlate finite element vehicle responses with the NHTSA available tests. The next step was to check the predictability of the GHBM responses and compared them with data obtained from the corresponding cadaver responses. A rigid sled finite element model was developed based on the dimensions published in the literature using a 3-point belted human body model, which was placed and configured as the physical test. A decent correlation was found between the GHBM and cadaver responses. A series of DOE simulations were conducted based on the side IIHS and LINCAP barriers with varying positions between the wheelbase and initial speed. Two occupant responses were investigated; in one scenario, one far-side occupant was seated on the first row while the second case, a near-side occupant, was placed with the far-side occupant. Several selected responses of the human body were processed for the far-side and near-side occupants using the Mode-Frontier tool. Currently, there is no far-side impact test protocol in the U.S. Therefore, a human body model was placed in the corresponding side IIHS and LINCAP test procedures and assessed the far-side and near-side occupant responses. A high-level test procedure was proposed to maximize the vehicle translational acceleration at the non-impact rocker B-pillar. Finally, a conceptual far-side airbag, 3-point/4-point seatbelt system, and optimized center console were evaluated on the far-side occupant to quantify the benefits of occupant head responses and rib deflection.
Federal Motor Vehicle Safety Standard 214, Side Impact Protection was amended to assure occupant protection in a 33.5 mph crash test and phased-in to new passenger cars during model years 1994-1997. A Thoracic Trauma Index, TTI(d) is measured on Side Impact Dummies seated adjacent to the impact point. Manufacturers upgraded side structures and affixed padding in cars to improve TTI(d). Later, they installed two types of side air bags, torso bags and head air bags for additional occupant protection in cars and LTVs. Statistical analyses of 1993-2005 crash data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) estimate fatality reductions for these technologies. Average TTI(d) improved in 2-door cars from 114 in 1981-1985 to 44 in 214-certified cars with side air bags, and in 4-door cars from 85 to 48. TTI(d) improvements without side air bags reduced fatality risk for nearside occupants in multivehicle crashes by an estimated 33 percent in 2-door cars and 17 percent in 4-door cars. Torso plus head air bags reduce fatality risk for nearside occupants by an estimated 24 percent; torso bags alone, by 12 percent. TTI(d) improvements, torso bags and head-curtain air bags could have saved an estimated 2,934 lives in calendar year 2003 if every car and LTV on the road had been equipped with them.
Mitigating injury in side impact has been an important topic of research for decades. In the mid 1980's the American government began a program intended to improve the crashworthiness of vehicles in side impact. This program ultimately led to the introduction of a dynamic side impact test (Federal Motor Vehicle Safety Standard (FMVSS) 214), which new vehicles must pass, along with a very similar test aimed at consumer awareness (New Car Assessment Program (NCAP) side impact test). The work presented in this thesis involved the study and simulation of these tests to evaluate occupant response in side impact, with a focus on the thoracic response.
Safety of the car occupant is given foremost importance by the consumers, federal regulatory agencies, and automobile manufacturers. Many techniques and new technologies are proposed every year and implemented for the enhancements of the safety and crashworthiness of the vehicles. More efforts are still needed to make the cars safer, which in turn reduces the risk of fatal injuries to the occupants. In this study, a typical compact-sized sedan model is analyzed for the Federal Motor Vehicle Safety Standards (FMVSS) 214 Moving Deformable Barrier (MDB) and, Side Pole impact collisions, via numerical simulations. In particular, the effect of placement of the driver's seat laterally inward is investigated. A methodology is presented in this thesis to examine the structural damage experienced by the car when it is engaged in side collision with a rigid pole and the MDB barrier, and also to assess the injuries sustained by the driver in both scenarios. In order to delay the contact, a seat position is modified to provide during a side impact with an additional 18mm clearance between the seat and struck door. The National Crash Analysis Center (NCAC)'s Toyota Yaris finite element (FE) model have been utilized in this thesis to analyze the structural side impact responses of this compact sedan. The EuroSID-2re 50th percentile adult male side impact crash test dummy has been as the car occupant. The critical injury parameters of the dummy and the vehicle deformation are evaluated and compared. This study indicates that a small inward lateral displacement of the driver's seat towards the interior of the car can significantly reduce the potential injuries to the occupant. This is due to the fact that most of the energy of impact is absorbed by the vehicle side structure instead of the seat structure and the occupant.