Influence of Extruded Tubing and Foam-Filler Material Pairing on the Energy Absorption of Composite AA6061/PVC Structures.

There is accelerating demand for energy-absorbing structures fabricated from lightweight materials with idealized, near-constant force responses to simultaneously resolve the engineering challenges of vehicle mass reduction and improved occupant safety. A novel compounded energy dissipation system composed of AA6061-T6 and AA6061-T4 tubing subjected to hybrid cutting/clamping and H130, H200 and H250 PVC foam compression was investigated utilizing quasi-static experiments, finite element simulations and theoretical modeling. Identical structures were also subjected to axial crushing to compare with the current state of the art. The novel cutting/foam crushing system exhibited highly stable collapse mechanisms that were uniquely insensitive to the tube/foam material configuration, despite the disparate material properties, and exceeded the energy-absorbing capacity and compressive force efficiency of the axial crushing mode by 14% and 44%, respectively. The simulated deformation profiles and force responses were consistent with the experiments and were predicted with an average error of 12.4%. The validated analytical models identified numerous geometric/material configurations with superior performance for the compounded AA6061/PVC foam cutting/foam crushing system compared to axial crushing. An Ashby plot comparing the newly obtained results to several findings from the open literature highlighted the potential for the compounded cutting/foam crushing system to significantly outperform several alternative lightweight safety systems.

Elevated Strain Rate Characterization of Compression Molded Direct/In-Line Compounded Carbon Fibre/Polyamide 66 Long Fibre Thermoplastic.

Compression molded direct compounded carbon fibre D-LFT was evaluated at quasi-static strain rates through uniaxial tension tests (including a specimen size study) and a variation of the ISO 6603-2 puncture test. No significant size effects were observed for the modulus or strength obtained from tensile specimens with four gauge lengths (6.25 mm to 57 mm). Failure strain decreased by 27.5%/29.9%, respectively, across the gauge length range for the 0°/90° directions. Intermediate strain rate (10 s-1 to 200 s-1) characterization was completed through uniaxial tension tests on a novel apparatus and ISO 6603-2 puncture tests. Intermediate rate tensile tests showed minimal rate sensitivity for the 0°/90° directions. Initial stiffness was 50% higher for ISO 6603-2 impact tests compared to quasi-static tests. Displacement at the onset of fracture was 95% lower for impact tests compared to quasi-static loading. The peak force/displacement at peak force were reduced for impact tests (21% and 20%, respectively) compared to quasi-static testing.

Leg soft tissue position and velocity data from skin markers can be obtained with good to acceptable reliability following heel impacts.

Quantifying soft tissue motion following impact is important in human motion analysis as soft tissues attenuate potentially injurious forces resulting from activities such as running and jumping. This study determined the reliability of leg soft tissue position and velocity following heel impacts. A grid of black dots was applied to the skin of the right leg and foot (n = 20). Dots were automatically detected (ProAnalyst(®)) from high-speed records of pendulum and drop impacts. Three trained measurers selected columns of dots on each participant for analysis; one measurer 6 months later. Between- and within-measurer differences in kinematic variables were all relatively small (<0.8 cm for position; <3.7 cm/s for velocity) between-measurers and (<0.5 cm for position; <2.6 cm/s for velocity) within-measurer. Good (coefficients of variation (CV) ≤ 10%) to acceptable (CV > 10% and ≤20%) reliability was shown for 95% of the position measures, with mean CVs of 10% and 11% within-measurers and between-measures, respectively. Velocity measures were less reliable; 40% of the measures showed good to marginal (CV > 20% and ≤30%) reliability. This study established that leg soft tissue position data from skin markers could be obtained with good to acceptable reliability following heel impacts. Velocity data were less reliable but still acceptable in many cases.

Development of a finite element/multi-body model of a newborn infant for restraint analysis and design.

A finite element/multi-body model of a newborn infant has been developed by researchers at the University of Windsor. The geometry of this model is derived from a Nita newborn hospital training mannequin. It consists of 17 parts: eight upper and lower limb segments, the torso, head, and a seven-segment neck with seven translational and eight rotational joints. Anthropometry is consistent with hospital growth charts, measurements requested from health professionals and data from the open literature. The biomechanical properties of the model (i.e. joint stiffnesses) are implementations of data identified in the open literature. The model has been validated with respect to studies of the biomechanics of shaken baby syndrome, infant falls and the Q0 anthropomorphic testing device. A significant conclusion of this study is that the kinetics of the Q0 neck is not biofidelic. This model is currently used in an analysis of airway patency for infants in modern automotive child restraints.

Validation of a full body finite element model (THUMS) for running-type impacts to the lower extremity.

The purpose of this study was to determine whether modifying an existing, highly biofidelic full body finite element model [total human model for safety (THUMS)] would produce valid amplitude and temporal shock wave characteristics as it travels proximally through the lower extremity. Modifying an existing model may be more feasible than developing a new model, in terms of cost, labour and expertise. The THUMS shoe was modified to more closely simulate the material properties of a heel pad. Relative errors in force and acceleration data from experimental human pendulum impacts and simulated THUMS impacts were 22% and 54%, respectively, across the time history studied. The THUMS peak acceleration was attenuated by 57.5% and took 19.7 ms to travel proximally along the lower extremity. Although refinements may be necessary to improve force and acceleration timing, the modified THUMS represented, to a certain extent, shock wave propagation and attenuation demonstrated by living humans under controlled impact conditions.

A numerical investigation into the effect of CRS misuse on the injury potential of children in frontal and side impact crashes.

This research focuses on an investigation into the head and neck injuries sustained by toddlers due to CRS misuse under frontal and side impact crashes. A fully deformable FE model incorporating a Hybrid III 3-year-old dummy was developed which has been previously validated for frontal impacts under CMVSS 208 and FMVSS 213 testing conditions. Furthermore, this model has also been validated under near-side impact conditions in accordance to crash tests carried out by NHTSA. In addition, numerical models incorporating a Q3/Q3s prototype child crash test dummies were developed. The objective of this research was to study the effect of seatbelt slack and the absence of the top tether strap on the head and neck injuries sustained by toddlers in a vehicle crash. Numerical simulations were conducted under full frontal and near side impact crash testing conditions in accordance with FMVSS 213 for the Hybrid III 3-year-old dummy and Q3/Q3s dummies in the absence and presence of slack in the seatbelt webbing, and in the absence and presence of the top tether strap. In addition, the effect of using a cross-shaped rigid ISOFIX system was also investigated. An analysis of the head and chest accelerations, neck loads and moments was completed to investigate the potential of injury due to CRS misuse. An increase in HIC(15) by approximately 30-40% for the frontal impact and 10-20% for the near-side impact respectively was observed for the Q3 child dummy due to both forms of CRS misuse. In the absence of the top tether strap the forward head excursions were observed to be increased by approximately 70% for the Hybrid III 3-year-old dummy and 40% for the Q3 dummy, respectively. Use of the cross-shaped rigid ISOFIX system illustrated a reduction in head and neck injury parameters, for both frontal and side impact conditions, in the absence and presence of CRS misuse. CRS misuse results in a significant increase in injury parameters and potential for contact related head injuries. Use of a rigid ISOFIX system to restrain a CRS provides better CRS and dummy confinement and reduced injury potential than a flexible ISOFIX system.

Methods to mitigate injury to toddlers in near-side impact crashes.

This research focuses on the injury potential of children seated in forward-facing child safety seats during side impact crashes in a near-side seated position. Side impact dynamic sled tests were conducted by NHTSA at Transportation Research Center Inc. (TRC) using a Hybrid III 3-year-old child dummy seated in a convertible forward/rearward child safety seat. The seat was equipped with a LATCH and a top tether and the dummy was positioned in forward-facing/near-side configuration. The test was completed using an acceleration pulse with a closing speed of 24.1 km/h, in the presence of a rigid wall and absence of a vehicle body. A fully deformable finite element model of a child restraint seat, for side impact crash investigations, has been developed which has also been previously validated for frontal and far side impacts. A numerical model utilizing a Hybrid III 3-year-old dummy, employing a similar set-up as the experimental sled test was generated and simulated using LS DYNA. The numerical model was validated by comparing the head and the chest accelerations, resultant upper and lower neck forces and moments from the experimental and numerical tests. The simulation results were observed to be in good agreement to the experimental observations. A numerical model of the near-side laboratory tests, utilizing a Q3s child dummy, was also created for parametric studies regarding different ISOFIX configurations. Further, numerical simulations were completed for both the dummy models with rectangular and cross-shaped sections of rigid ISOFIX systems. In addition, studies were conducted to confine lateral movement of the dummy's head by adding energy absorbing foam on the side wings in the vicinity of the contact region of the CRS. It was observed that the use of rigid ISOFIX system reduced the lateral displacement of the CRS and different injury parameters. Addition of energy absorbing foam blocks was effective in further reducing the lateral displacement of the dummy's head. The lateral displacement of the head was reduced by 68 mm by using cross-shaped section ISOFIX with energy absorbing foam near the vicinity of the head of the Hybrid III 3-year-old dummy compared to the flexible LATCH configuration without foam. For the Q3s dummy, the lateral displacement of the head was reduced by 48 mm by utilizing a cross-shaped section rigid ISOFIX system with the addition of energy absorbing foam compared to the flexible LATCH configuration.

Load limiting behavior in CRS tether anchors as a method to mitigate head and neck injuries sustained by children in frontal crash.

OBJECTIVE: This study focuses on methods to reduce injuries, specifically in the head and neck region, sustained by children seated in forward-facing child restraint system during a frontal vehicle crash. The main objective of this research was to implement load-limiting behavior into the upper tether and lower LATCH anchors of the CRS in order to reduce the neck injury criteria by increasing forward head excursion. METHODS: Federal Motor Vehicle Safety Standard 213 outlines that the maximum limit for head excursion of the child dummy should be 720 mm, and the neck injury criteria should be less than 0.33 beyond the first 30 ms of the impact. Working within these limits, a fully deformable finite element model of a child restraint seat incorporating a Hybrid III 3-year-old dummy has been previously developed that has been validated for frontal impacts under CMVSS 208 and FMVSS 213 testing conditions. Observations from this previous work have illustrated that despite the head excursion being significantly less than the proposed limit of 720 mm, values of the neck injury criteria exceeded the protection reference values. Values of the load limits for both upper tether and lower LATCH anchors were calculated based on two approaches, initially based upon neck injury criteria and then an energy-based approach. Three numerical models were developed incorporating a Hybrid III 3-year-old dummy, Q3 child dummy, and a child finite element model. Numerical simulations, utilizing the identical 213 testing conditions, were completed incorporating load-limiting capabilities of the upper tether and lower LATCH anchors. RESULTS: Evaluation of injury criteria based on the quantitative analysis of the simulations yielded that the implementation of load-limiting behavior in the upper tether and lower LATCH anchors was effective in reducing the head injury criteria by approximately 60 to 70%. CONCLUSION: Implementation of load-limiting behavior in the upper tether and lower LATCH anchors of the child restraint system effectively reduces the head and neck injuries sustained by toddlers in a frontal vehicle crash while controlling forward head excursion within the limits as defined by NHTSA.

Injury potential of a three-year-old Hybrid III dummy in forward and rearward facing positions under CMVSS 208 testing conditions.

This research focuses on the injury potential of children in forward and rearward facing child restraint seats in frontal collisions. Vehicle crash tests were completed following the guidelines outlined in the Canadian Motor Vehicle Safety Standard 208 using a Hybrid III three-year-old dummy in a convertible forward/rearward facing child restraint seat. The seat was equipped with a five-point restraining system and the experimental test was completed in the forward facing configuration. A numerical model employing a similar set-up as the experimental crash test was developed and numerically simulated using LS-DYNA. To verify the numerical simulations, the head and chest accelerations as well as neck loads and moments were compared to the experimental findings and it was observed that a reasonable correlation between the experimental and numerical observations existed. Further numerical simulations were completed to investigate the influence of positioning the three-year-old dummy in the rearward configuration on the head and neck injury potential during frontal crash. Through an analysis of injury criteria, using neck loads and head accelerations, it was observed that the rearward facing child dummy sustained significantly lower levels of neck injury criteria while exhibiting similar levels of the head injury criteria as the forward facing child dummy.