Comparison across vehicles of passenger head kinematics in abrupt vehicle maneuvers.

Objective: Studies of vehicle occupant motions in response to abrupt vehicle maneuvers have demonstrated movements that may result in changes in the level of protection for the occupant if a crash subsequently occurs. The previous studies have typically used a single vehicle. The current study assesses whether the patterns of occupant head movement are different across passenger vehicle types.Method: Data collection was conducted on a closed test track with the same driver for all trials. A passenger sedan, a minivan, and a pickup truck were equipped with inertial measurement units to quantify vehicle dynamics. Head location was tracked using Microsoft Kinect v2 sensor and a novel methodology that fits 3 D head scan data to the depth data acquired in the vehicle. Twelve men and women with a wide range of body size and age were recruited. The primary purpose of the study was obfuscated by telling the participants that the focus was on vehicle ride motion. Participants sat in the right front seat and wore the vehicle belt. The first event during the test track route was a hard brake (approximately 1 g) to a stop from 35 mph (56 kph). Within the space of approximately 5 min the participants also experienced two aggressive, right-going lane changes, a sharp right turn with simultaneous hard braking, and a second hard braking event. The vehicles were presented in random order for each participant. This paper presents comparison across vehicles of head motions in the braking and lane-change maneuvers.Results: Accelerations were similar across the vehicles for both braking and lane-change events. The means (standard deviations) of forward head-CG excursion in the first braking event were 162 (54), 112 (39), and 176 (46) mm for the minivan, passenger car, and truck, respectively. The forward head excursion in the passenger car was found to be significantly smaller than in the other two vehicles using a paired t-test (p < 0.01). Across vehicles, the mean excursion in the second braking exposure was smaller than in the first (p < 0.01). In the first lane change event, the mean (SD) inboard head excursions were 126 (51), 110 (49), and 140 (68) mm; the values were not significantly different across vehicles or in the second lane-change event. A detailed investigation did not reveal an explanation for the smaller head excursions in the passenger car.Discussion: This is the first quantitative occupant kinematics study to compare responses across vehicles. Although a significant difference was found between vehicles, the overall responses are similar to those observed in a previous study.Conclusions: The results confirm previous studies showing large variance in excursions across occupants. Further study is needed to understand the factors that affect responses across vehicles.

Passenger head kinematics in abrupt braking and lane change events.

OBJECTIVE: A test track study was conducted to quantify patterns of adult front seat passenger head motion during abrupt vehicle maneuvers. METHOD: Eighty-seven men and women with a wide range of body sizes and ages participated in data collection on a closed test track in a passenger sedan under manual control by a test driver. Because a primary goal of the study was to gather "unaware" data, the participants were instructed that the study was concerned with vehicle dynamics and they were required to read from a questionnaire taped to the top of their thighs as the drive began. The first event was a hard brake (approximately 1 g) to a stop from 35 mph (56 kph). Within the space of approximately 5 min the participants also experienced an aggressive lane change, a sharp right turn with simultaneous hard braking, and a second hard braking event. A Microsoft Kinect v2 sensor was positioned to view the area around the front passenger seat. Head location was tracked using the Kinect data with a novel methodology that fit 3D head scan data to the depth data acquired in the vehicle. RESULT: The mean (standard deviation) forward excursion of the estimated head center of gravity (CG) location in the first braking event was 135 (62) mm. The forward head CG excursion in the second braking event of 115 (51) mm was significantly less than that in the first, but the difference was small relative to the within-condition variance. Head excursion on the second braking trial was less than that on the first trial for 69% of participants. The mean maximum inboard head excursion in lane-change maneuvers was 118 (40) mm. Forward head excursions in braking were significantly smaller for older passengers and those with higher body mass index, but the combined factors accounted for less than 25% of the variance. Inboard head excursion in the lane-change event was significantly related to stature, but only about 7% of variance was related to body size. Head excursions for men and women did not differ significantly after accounting for body size. DISCUSSION: This is the first quantitative occupant dynamics study to use a large, diverse sample of passengers, enabling the exploration of the effects of covariates such as age and body size. CONCLUSIONS: The data demonstrate that a relatively large range of head positions can be expected to result from abrupt vehicle maneuvers. The data do not support simple scaling of excursions based on body size.

shapecoder: a new method for visual quantification of body mass index in young children.

BACKGROUND: Few tools exist to quantify body mass index visually. OBJECTIVE: To examine the inter-rater reliability and validity (sensitivity and specificity for overweight/obesity and obesity) of a three-dimensional visual rating system to quantify body mass index (BMI) in young children. METHODS: Children (n = 242, mean age 5.9 years, 50.0% male; 40.5% overweight/ obese) participated in a videotaped protocol and weight and height were measured. Research staff applied a novel three-dimensional computer-based figure rating system (shapecoder) to the child's videotaped image. Inter-rater reliability was calculated, as well as correlation with measured body mass index (BMI) and sensitivity, specificity, positive predictive value and negative predictive value for overweight/obesity and obesity. RESULTS: Inter-rater reliability was excellent (intraclass correlation coefficient = 0.98). The correlation of shapecoder-generated BMI with measured BMI was 0.89. For overweight/obesity, the sensitivity, specificity, positive predictive value and negative predictive value were 62%, 97%, 94% and 79% respectively. For obesity, these values were 65%, 99%, 97% and 92% respectively. CONCLUSION: shapecoder provides a method to quantify child BMI from video images with high inter-rater reliability, fair sensitivity and good specificity for overweight/obesity and obesity. The approach offers an improvement over existing two-dimensional rating scales for BMI.