Search Results

This paper describes results from a survey of older children with respect to vehicle and booster restraints. The work first consisted of a rudimentary anthropometry study of 155 volunteers aged between 7 and 12 years. The data were compared to an extensive child anthropometry study conducted by the University of Michigan in 1975. Height and sitting height data matched well, while children in the current study appeared heavier. In the restraint fit survey, each child sat in the rear seat alone and in three belt-positioning booster seats (Volvo, Kangaroo, Century CR-3) in three vehicles (Ford Taurus, Pontiac Sunbird, Dodge Caravan). Booster seats greatly improved belt fit over the rear seat alone. The majority of children in this study had better belt fit with the boosters than with the rear seat alone, regardless of size. However, children who could fit well in the boosters and had good or fair belt fits were generally 36 kg or less.

This study was performed to examine the belt fit problem as it relates to various size vehicles, predict the additional seat belt length necessary to accommodate up to the 99th percentile person, and evaluate the safety aspects of additional belt length. Ten vehicles that had been reported as having a belt fit problem were tested. Two were found to just meet the standard. Most had 6-7 inches of belt remaining even with the seat in the forward most position. A series of vehicles were tested for belt length required as a function of occupant weight using ten subjects. It was determined that each additional inch of belting will increase the accommodated body weight by 7.5 pounds. Thus, to accommodate up to the 99th percentile person weighing 260 pounds or 45 pounds above the standard 95th percentile person requires an additional 6 inches of belt. It was also determined that the belt length gained by seat travel is 2-3 times the seat travel or about 15-17 inches of belt.

Laboratory experiments were conducted to establish baseline data on pedestrian head impacts onto the hood and fenders of production vehicles. Various vehicles from subcompact to fullsize were tested using a headform impactor. Pedestrian accident investigation files were used to identify a principal adult head impact area on the hood. Results indicate that the hood itself is a good energy absorbing structure but that bottoming frequently occurs on stiff engine and body components. It is hypothesized that significant benefits could be realized in reducing adult pedestrian head injury severity by increasing the clearance between the hood and engine to 2-3 inches in a band approximately 12 inches wide across the width of the vehicle.

As part of NHTSA's overall program on pedestrian injury reduction, Battelle has conducted several comprehensive experimental studies using both anatomic specimens and adult and 6-year-old child dummies to investigate the injury related effects of vehicle front end geometry and compliance. One of the initial objectives was the design and development of suitable adult and 6-year-old child dummies for use as pedestrian surrogates. This paper (1) describes the design specifications for the dummies and subsequent improvements during extensive experimental testing, and (2) compares the dynamic responses of the dummies with those of unembalmed cadaveric specimens in pedestrian impact situations. The comparison of the dynamic response for similar experimental impact conditions between the unembalmed cadavers and the adult dummy shows a high degree of similarity in acceleration levels, physical displacement, and time phasing.

Experimental pedestrian/vehicle impacts have been conducted using a 50th percentile adult and a 6-year-old-child dummy in an ongoing program to investigate the injury reduction potential of changes in the front end of a vehicle. Peak resultant acceleration levels for the head, chest, pelvis, and knee of each dummy are presented for vehicle fronts that include production compact and full size vehicles, a potential injury mitigating concept vehicle and the Calspan RSV. From these results the next vehicle concept to be investigated and evaluated is synthesized and described.