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This study utilizes a unique database that allows for the calculation of the correlation of injuries to child passengers involved in motor vehicle accidents with the restraint system and the accident characteristics. The database contains 4600 records of accidents involving children age 12 and under that occurred in 13 counties in western New York State during 1991 and 1992. Injured subjects and non-injured subjects were selected from data provided by the New York State Department of Motor Vehicles identifying reported accidents involving the target population in the time period and geographical area defined. The data sources included police accident reports, emergency medical team reports, hospital records and contact with the parents of children who were in child restraints. In child restraint cases, the type of child restraint in use is identified and misuse or equipment failure is noted.

One of the leading causes of death and disability among young children is motor vehicle accidents. Although current child restraint systems (car seats) have significantly reduced mortality and morbidity, deaths and injuries still occur. Since it is not possible to correlate human child injury potential with the biomechanical devices used for high level impact testing using experimental methods, the acquisition and analysis of specific child injury data identifiable with real world automobile crashes is critical for input to biomechanical research, anthropometric test device (ATD) development and safety standard revisions. The purpose of this study was to analyze vehicular-related trauma that had occurred to children in known crash environments based on accident configuration and car seat design.

Head-neck injuries occur frequently in pedestrian and occupant automotive accidents even at relatively low speeds. This paper describes the results of laboratory impact experiments using human cadavers in pedestrian/vehicle impacts and lateral-to-medial head impacts at well-known, controlled speeds. Cerebral trauma, with and without skull fracture, is discussed as a function of impact configuration and velocity. Cervical spine and cord injuries are also discussed with regard to the same parameters. Data presented include impactor mass and velocity, head acceleration measurements, complete autopsy and dissection results, and the clinical evaluation of the effect on a person of the observed trauma. Eighteen cadavers have been exposed to lateral-to-medial head impacts by two mechanisms.

Results of child restraint system performance during dynamic testing of proper and improper installation configurations are presented and discussed. Over 75 frontal and oblique sled tests were performed using either an SA1001 six-month old infant size, an SA103C three-year-old toddler size or a VIP-6C six-year-old size dummy. Also included are results of sled tests of restraint systems (both commercially available and homemade/improvised) which are intended to protect larger size children. Data presented include head and knee excursions compared with available space in selected vehicles as well as head and chest accelerations and HIC values where applicable. High-speed movie coverage was used for the objective evaluation of dummy kinematics and the subjective evaluation of soft tissue loading and its injury-producing potential.

Development of a producible preloaded, force-limited passive belt restraint system for small cars has been completed at Calspan Corporation. The restraint system has been developed and evaluated through computer simulations and sled tests. This paper presents and discusses the results of the developmental program at velocity changes of 34, 40 and 45 MPH during symmetric frontal barrier crash sled and computer simulations with regard to the effect upon 50th, 95th, 5th percentile and 6 year old sized anthropometric test devices (ATDs). Data obtained include head and chest triaxial accelerations, femur loads and belt loads for the ATDs. High speed movies allowed comparisons of ATD kinematics during the sled tests with ATD model kinematics obtained from the computer simulations. A commercially available belt preloader was used during the sled tests along with: nylon webbing, polyester webbing and two levels of force limiting webbing.

Child restraint performance in frontal and lateral crash simulations is presented and discussed based upon tests conducted on the Calspan HYGE acceleration sled. Differing acceleration pulses for frontal tests were used to evaluate the pulse shape effect upon the child restraint systems. Two types of three year old size anthropometric test devices (ATDs) were used and restraint systems were intentionally improperly installed in an effort to ascertain the potential hazard to the child occupant from improper installation. Data obtained include head excursion, head and chest triaxial accelerations, Head Severity Index (HSI) and Chest Severity Index (CSI) values for the ATDs. High speed movie coverage produced dummy kinematic results.

Child restraint performance in frontal and lateral crash simulations is presented and discussed based upon tests conducted on the Calspan HYGE acceleration sled. Differing acceleration pulses for frontal tests were used to evaluate the pulse shape effect upon the child restraint systems. Two types of three year old size ATDs were used and restraint systems were intentionally improperly installed in an effort to ascertain the potential hazard to the child occupant from improper installation. Data obtained include head excursion, head and chest triaxial accelerations, HSI and CSI values for the ATDs. High speed movie coverage produced dummy kinematic results. Results of the study allow comparisons between the effects of different pulse shapes and the effects of different ATDs on restraint performance and comparisons in dynamic performance of the ATD/restraint complex under both proper and improper system installation.

An experimental program is discussed wherein fresh cadavera and anthropometric test devices (ATD) were exposed to identical crash situations utilizing both belt and air cushion restraint systems. Results will include symmetric and one-half offset frontal full size car-to-car tests conducted on the Calspan Vehicle Experimental Research Facility (VERF) at 60 MPH closing speed. Data obtained include head and chest triaxial accelerations from externally located sensors and thoracic accelerations from implanted sensors on the cadavera, normally measured internal triaxial head and chest accelerations and femur loads on the ATDs and belt loads for both cadavera and ATDs. Osteologic data allows comparison between the cadavera regarding their relative skeletal quality. Results of the study allow comparisons of the restraint systems effectiveness with respect to cadaver vs. cadaver and cadaver vs. ATD based upon autopsy evaluations and acceleration measurements.

An experimental program is discussed wherein fresh, unembalmed cadavers and anthropomorphic test dummies (ATD's) were exposed to identical crash situations. Results include tests conducted on the Calspan HYGE acceleration sled and full-scale car crash tests using belt restraint systems and air bag systems. Cadaver test data obtained include head and chest triaxial accelerations from externally mounted sensors, chest deflections and belt loads. Cadaver test data also include arterial and lung pressure measurements as well as X-ray and gross necropsy evaluations. Dummy test data include normally measured internal triaxial head and chest accelerations. High-speed movie coverage produced cadaver and dummy kinematic results. AT THIS TIME there exists some question in the automotive safety community as to the proper role cadaver experiments can play in the design, development and evaluation of safety related vehicle systems.