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Kristian Holmqvist (Institutionen för tillämpad mekanik, Fordonssäkerhet) ; Johan Davidsson (Institutionen för tillämpad mekanik, Fordonssäkerhet ; SAFER - Fordons- och Trafiksäkerhetscentrum ) ; Manuel Mendoza-Vazquez (Institutionen för tillämpad mekanik, Fordonssäkerhet ; SAFER - Fordons- och Trafiksäkerhetscentrum ) ; Peter Rundberget ; Mats Y. Svensson (Institutionen för tillämpad mekanik, Fordonssäkerhet ; SAFER - Fordons- och Trafiksäkerhetscentrum ) ; Stefan Thorn ; Fredrik Törnvall
Traffic injury prevention (1538-9588). Vol. 15 (2014), 2, p. 196-205.
[Artikel, refereegranskad vetenskaplig]

Objective: The main aim of this study was to improve the quality of injury risk assessments in steering wheel rim to chest impacts when using the Hybrid III crash test dummy in frontal heavy goods vehicle (HGV) collision tests. Correction factors for chest injury criteria were calculated as the model chest injury parameter ratios between finite element (FE) Hybrid III, evaluated in relevant load cases, and the Total Human Model for Safety (THUMS). This is proposed to be used to compensate Hybrid III measurements in crash tests where steering wheel rim to chest impacts occur. Methods: The study was conducted in an FE environment using an FE-Hybrid III model and the THUMS. Two impactor shapes were used, a circular hub and a long, thin horizontal bar. Chest impacts at velocities ranging from 3.0 to 6.0m/s were simulated at 3 impact height levels. A ratio between FE-Hybrid III and THUMS chest injury parameters, maximum chest compression C-max, and maximum viscous criterion VCmax, were calculated for the different chest impact conditions to form a set of correction factors. The definition of the correction factor is based on the assumption that the response from a circular hub impact to the middle of the chest is well characterized and that injury risk measures are independent of impact height. The current limits for these chest injury criteria were used as a basis to develop correction factors that compensate for the limitations in biofidelity of the Hybrid III in steering wheel rim to chest impacts. Results: The hub and bar impactors produced considerably higher C-max and VCmax responses in the THUMS compared to the FE-Hybrid III. The correction factor for the responses of the FE-Hybrid III showed that the criteria responses for the bar impactor were consistently overestimated. Ratios based on Hybrid III and THUMS responses provided correction factors for the Hybrid III responses ranging from 0.84 to 0.93. These factors can be used to estimate C-max and VCmax values when the Hybrid III is used in crash tests for which steering wheel rim to chest interaction occurs. Conclusions: For the FE-Hybrid III, bar impacts caused higher chest deflection compared to hub impacts, although the contrary results were obtained with the more humanlike THUMS. Correction factors were developed that can be used to correct the Hybrid III chest responses. Higher injury criteria capping limits for steering wheel impacts are acceptable. Supplemental materials are available for this article. Go to the publisher's online edition of Traffic Injury Prevention to view the supplemental file.

Nyckelord: steering wheel, Hybrid III, finite element, chest, human body model, THUMS

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Denna post skapades 2013-12-30. Senast ändrad 2015-01-27.
CPL Pubid: 190699


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Institutioner (Chalmers)

Institutionen för tillämpad mekanik, Fordonssäkerhet (2005-2017)
SAFER - Fordons- och Trafiksäkerhetscentrum



Chalmers infrastruktur

C3SE/SNIC (Chalmers Centre for Computational Science and Engineering)

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