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| 2. |
- Anund, Anna, 1964-, et al.
(författare)
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FERSI position paper: Safety through automation? : ensuring that automated and connected driving contribute to a safer transportation system
- 2020
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Ingår i: Proceedings of 8th Transport Research Arena TRA 2020. ; , s. 5-
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- In 2018, the Forum of European Road Safety Research Institutes (FERSI) published a report on automated driving (AD) from a road safety point of view, prepared by a dedicated FERSI Working Group with experts from eleven European countries. The group identified 23 high priority concerns or questions, clustered into four categories, to ensure that connected AD and co-operative ITS successfully contribute to a smart, green, and integrated transport system which at the same time is a safe transport system. The discussions resulted in ten principles to be fulfilled in order to optimise the safety effects of AD. Even if these principles may seem straightforward, the underlying questions are complex, and the identification and realisation of cost-efficient and effective solutions will require considerable effort. Many strong industrial and political driving forces exist, but so far improving road safety seems to get insufficient priority. FERSI therefore recommends a number of focused actions.
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| 3. |
- Brolin, Karin, 1974, et al.
(författare)
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Aiming for an average female virtual human body model for seat performance assessment in rear-end impacts
- 2015
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Ingår i: The 24th ESV Conference Proceedings.
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Konferensbidrag (refereegranskat)abstract
- The female part of the population suffers more Whiplash Associated Disorders (WAD) in car crashes than males. Several studies have illustrated the need to consider the female population when developing and assessing the WAD prevention performance of advanced restraint systems in rear-end collisions. Presently only one crash test dummy is available, the average sized male BioRID. Recently a virtual dummy model of an average female, EvaRID, was developed and used in rear impact simulations. The results stressed the need for models representing the female part of the population, as well. Virtual crash simulations have become essential in traffic safety and with models of both an average male and female, further steps in addressing improved assessment of WAD prevention can be taken. The present paper presents a starting point of research aiming to develop an open-source average female Finite Element (FE) model with an anatomically detailed cervical spine. This paper provides a review of the literature to identify gender specific neck biomechanics and anatomical differences, followed by a review of published FE models of the cervical spine. Data on vertebral body dimensions (height, width, depth, spinal canal diameter, facet joint angles) have been compiled from biomechanical literature. Significant gender differences exist for the vertebral body depth and width, the spinal curvature in the seated posture, and the spinal stiffness and range of motion. All have the potential to influence the outcome of an impact and should be accounted for in the development of WAD prevention. The review of FE models of the cervical spine presented 17 models based on male geometry but only one model scaled to represent a female. An overview of the models are given with respect to the solver, geometry source, number of elements, and implementation of the facet joints, ligaments, and muscles. It is recommended that an average female model is developed with focus on; 1) the shape of the female vertebral body, especially the depth and width that provides less support area than for males,2) defining the spinal curvature representative of seated female volunteers who generally display less lordosis than males, 3) the dimensions of the spinal ligaments, rather than the material properties, to capture the larger range of motion and less spinal stiffness of female subjects compared to males, and validation to female volunteers and PMHS tests for range of motion, while failure prediction seem less gender sensitive.
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| 4. |
- Carlsson, Anna, et al.
(författare)
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EvaRID : A 50th percentile female rear impact finite element dummy model
- 2012
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Ingår i: 2012 IRCOBI Conference Proceedings. - : International Research Council on Biomechanics of Injury. ; , s. 249-262, s. 249-262
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Konferensbidrag (refereegranskat)abstract
- Neck injury due to low severity vehicle crashes is of worldwide concern and the injury risk is greater for females than males. However, whiplash protection systems have shown to be more beneficial for males than females. Hence there is a need for improved tools to address female protection. The objective is to develop and evaluate a 50th percentile female rear impact crash dummy FE model. The model was based on the same design concept as the BioRID II. A scaling approach was developed and the first version, EvaRID V1.0, was implemented. Its dynamic response was compared to rear impact tests with female volunteers. The EvaRID model and volunteer tests showed good correlations until 250 ms of the head and T1 accelerations, linear displacements and head angular displacement. Considerably less T1 angular displacement was found for the EvaRID; similar results were obtained for the BioRID II. Thus, the EvaRID V1.0 and BioRID II models have limitations at low ÎŽv (7km/h). The EvaRID model demonstrated the potential to become a valuable tool when evaluating and developing seats/whiplash protection systems, however, this will require updating the joint stiffness. The model may be used as a template for the development of a physical female dummy.
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| 5. |
- Carlsson, Anna K, 1966, et al.
(författare)
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Anthropometric Specifications, Development, and Evaluation of EvaRID : A 50th Percentile Female Rear Impact Finite Element Dummy Model
- 2014
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Ingår i: Traffic Injury Prevention. - : Taylor & Francis. - 1538-9588 .- 1538-957X. ; 15:8, s. 855-865
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Tidskriftsartikel (refereegranskat)abstract
- Objectives: Whiplash-associated disorders (WADs), or whiplash injuries, due to low-severity vehicle crashes are of great concern in motorized countries and it is well established that the risk of such injuries is higher for females than for males, even in similar crash conditions. Recent protective systems have been shown to be more beneficial for males than for females. Hence, there is a need for improved tools to address female WAD prevention when developing and evaluating the performance of whiplash protection systems. The objective of this study is to develop and evaluate a finite element model of a 50th percentile female rear impact crash test dummy.Methods: The anthropometry of the 50th percentile female was specified based on literature data. The model, called EvaRID (female rear impact dummy), was based on the same design concept as the existing 50th percentile male rear impact dummy, the BioRID II. A scaling approach was developed and the first version, EvaRID V1.0, was implemented. Its dynamic response was compared to female volunteer data from rear impact sled tests.Results: The EvaRID V1.0 model and the volunteer tests compared well until ~250 ms of the head and T1 forward accelerations and rearward linear displacements and of the head rearward angular displacement. Markedly less T1 rearward angular displacement was found for the EvaRID model compared to the female volunteers. Similar results were received for the BioRID II model when comparing simulated responses with experimental data under volunteer loading conditions. The results indicate that the biofidelity of the EvaRID V1.0 and BioRID II FE models have limitations, predominantly in the T1 rearward angular displacement, at low velocity changes (7 km/h). The BioRID II model was validated against dummy test results in a loading range close to consumer test conditions (EuroNCAP) and lower severity levels of volunteer testing were not considered.The EvaRID dummy model demonstrated the potential of becoming a valuable tool when evaluating and developing seats and whiplash protection systems. However, updates of the joint stiffness will be required to provide better correlation at lower load levels. Moreover, the seated posture, curvature of the spine, and head position of 50th percentile female occupants needs to be established and implemented in future models.
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| 6. |
- Carlsson, Anna K, 1966, et al.
(författare)
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Design and Evaluation of the Initial 50th Percentile Female Prototype Rear Impact Dummy, BioRID P50F–Indications for the need of an additional dummy size
- 2021
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Ingår i: Frontiers in Bioengineering and Biotechnology. - : Frontiers Media SA. - 2296-4185. ; 9
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Tidskriftsartikel (refereegranskat)abstract
- The objective of this study was to present the design of a prototype rear impact crash test dummy, representing a 50th percentile female, and compare its performance to volunteer response data. The intention was to develop a first crude prototype as a first step toward a future biofidelic 50th percentile female rear impact dummy. The current rear impact crash test dummy, BioRID II, represents a 50th percentile male, which may limit the assessment and development of whiplash protection systems with regard to female occupants. Introduction of this new dummy size will facilitate evaluation of seat and head restraint (HR) responses in both the average sized female and male in rear impacts. A 50th percentile female rear impact prototype dummy, the BioRID P50F, was developed from modified body segments originating from the BioRID II. The mass and rough dimensions of the BioRID P50F is representative of a 50th percentile female. The prototype dummy was evaluated against low severity rear impact sled tests comprising six female volunteers closely resembling a 50th percentile female with regard to stature and mass. The head/neck response of the BioRID P50F prototype resembled the female volunteer response corridors. The stiffness of the thoracic and lumbar spinal joints remained the same as the average sized male BioRID II, and therefore likely stiffer than joints of an average female. Consequently, the peak rearward angular displacement of the head and T1, and the rearward displacement of the T1, were lesser for the BioRID P50F in comparison to the female volunteers. The biofidelity of the BioRID P50F prototype thus has some limitations. Based on a seat response comparison between the BioRID P50F and the BioRID II, it can be concluded that the male BioRID II is an insufficient representation of the average female in the assessment of the dynamic seat response and effectiveness of whiplash protection systems.
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| 7. |
- Carlsson, Anna K, 1966, et al.
(författare)
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Dynamic kinematic responses of female volunteers in rear impacts and comparison to previous male volunteer tests
- 2011
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 12:4, s. 347-357
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Tidskriftsartikel (refereegranskat)abstract
- Objectives: The objective was to quantify dynamic responses of 50th percentile females in rear impacts and compare to those from similar tests with males. The results will serve as a basis for future work with models, criteria, and safety systems.Methods: A rear impact sled test series with 8 female volunteers was performed at velocity changes of 5 and 7 km/h. The following dynamic response corridors were generated for the head, T1 (first thoracic vertebra) and head relative to T1: (1) accelerations in posterior-anterior direction, (2) horizontal and vertical displacements, (3) angular displacements for 6 females close to the 50th percentile in size. Additionally, the head-to-head restraint distance and contact time and neck injury criterion (NIC) were extracted from the data set. These data were compared to results from previously performed male volunteer tests, representing the 50th percentile male, in equivalent test conditions. T-tests were performed with the statistical significance level of.05 to quantify the significance of the parameter value differences for the males and females.Results: At 7 km/h, the females showed 29 percent earlier head-to-head restraint contact time (p =.0072); 27 percent shorter horizontal rearward head displacement (p =.0017); 36 percent narrower head extension angle (p =.0281); and 52 percent lower NIC value (p =.0239) than the males in previous tests. This was mainly due to 35 percent shorter initial head-to-head restraint distance for the females (p =.0125). The peak head acceleration in the posterior-anterior direction was higher and occurred earlier for the females.Conclusions: The overall result indicated differences in the dynamic response for the female and male volunteers. The results could be used in developing and evaluating a mechanical and/or mathematical average-sized female dummy model for rear impact safety assessment. These models can be used as a tool in the design of protective systems and for further development and evaluation of injury criteria. © 2011 Taylor & Francis Group, LLC.
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| 8. |
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| 9. |
- Carlsson, Anna K, 1966, et al.
(författare)
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Dynamic Responses of Female Volunteers in Rear Impact Sled Tests at Two Head Restraint Distances
- 2021
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Ingår i: Frontiers in Bioengineering and Biotechnology. - : Frontiers Media SA. - 2296-4185. ; 9
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Tidskriftsartikel (refereegranskat)abstract
- The objective of this study was to assess the biomechanical and kinematic responses of female volunteers with two different head restraint (HR) configurations when exposed to a low-speed rear loading environment. A series of rear impact sled tests comprising eight belted, near 50th percentile female volunteers, seated on a simplified laboratory seat, was performed with a mean sled acceleration of 2.1 g and a velocity change of 6.8 km/h. Each volunteer underwent two tests; the first test configuration, HR10, was performed at the initial HR distance ∼10 cm and the second test configuration, HR15, was performed at ∼15 cm. Time histories, peak values and their timing were derived from accelerometer data and video analysis, and response corridors were also generated. The results were separated into three different categories, HR10C (N = 8), HR15C (N = 6), and HR15NC (N= 2), based on: (1) the targeted initial HR distance [10 cm or 15 cm] and (2) whether the volunteers’ head had made contact with the HR [Contact (C) or No Contact (NC)] during the test event. The results in the three categories deviated significantly. The greatest differences were found for the average peak head angular displacements, ranging from 10° to 64°. Furthermore, the average neck injury criteria (NIC) value was 22% lower in HR10C (3.9 m2/s2), and 49% greater in HR15NC (7.4 m2/s2) in comparison to HR15C (5.0 m2/s2). This study supplies new data suitable for validation of mechanical or mathematical models of a 50th percentile female. A model of a 50th percentile female remains to be developed and is urgently required to complement the average male models to enhance equality in safety assessments. Hence, it is important that future protection systems are developed and evaluated with female properties taken into consideration too. It is likely that the HR15 test configuration is close to the limit for avoiding HR contact for this specific seat setup. Using both datasets (HR15C and HR15NC), each with its corresponding HR contact condition, will be possible in future dummy or model evaluation.
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| 10. |
- Carlsson, Anna K, 1966, et al.
(författare)
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Female volunteer motion in rear impact sled tests in comparison to results from earlier male volunteer tests
- 2008
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Ingår i: 2008 INTERNATIONAL IRCOBI CONFERENCEONTHE BIOMECHANICS OF INJURY17. – 19. September 2008– BERN (Switzerland)PROCEEDINGS. ; , s. 461-464, s. 461-464
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Konferensbidrag (refereegranskat)abstract
- Vehicle related crashes causing neck injuries (whiplash) are costly and common, and injury statistic data shows a larger risk of neck injuries for females than for males. This study aims at investigating differences between female and male dynamic response in rear impacts. Rear impact sled tests with female volunteers were carried out and the results were compared with previously performed tests with males in matching test conditions. The volunteer tests were performed at a change of velocity of 7 km/h. The comparison of the average response of the males and the females and their response corridors showed several differences. The horizontal head acceleration peak value was on average 40% higher and occurred on average 18% earlier for the female volunteers compared to the male volunteers. The NIC value was 45% lower and 30% earlier for the females, probably due to a 27% smaller initial head-to-head restraint distance and thereby a 24% earlier head restraint contact. The results provide characteristic differences between dynamic responses of females and males in low speed rear impacts. These results contribute to the understanding of human dynamic response in rear impacts. In addition, they can be used in the process of future development if numerical and/or mechanical human models for crash testing.
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