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Anthropometry for WorldSID, a World-Harmonized Midsize Male Side Impact Crash Dummy
Abstract
The WorldSID project is a global effort to design a new generation side impact crash test dummy under the direction of the International Organization for Standardization (ISO). The first WorldSID crash dummy will represent a world-harmonized mid-size adult male. This paper discusses the research and rationale undertaken to define the anthropometry of a world standard midsize male in the typical automotive seated posture. Various anthropometry databases are compared region by region and in terms of the key dimensions needed for crash dummy design. The Anthropometry for Motor Vehicle Occupants (AMVO) dataset, as established by the University of Michigan Transportation Research Institute (UMTRI), is selected as the basis for the WorldSID mid-size male, updated to include revisions to the pelvis bone location. The proposed mass of the dummy is 77.3kg with full arms. The rationale for the selected mass is discussed. The joint location and surface landmark database is appended to this paper.
... kg, obtained by written communication from Swiss Statistical Office) and Sweden (year 2006: 166.2 cm/66.1 kg [38]). Two main sources were studied for reference when selecting the size for the 50 th percentile female model; the University of Michigan Transportation Research Institute (UMTRI) study [39]–[41] and the WorldSID project [45]. The purpose with the UMTRI study was to develop specifications for crash test dummies. ...
... Due to limited funds it was however decided that the 50 th percentile female should be excluded from the latter part of the study. The purpose with the WorldSID project was to design a new generation side impact crash test dummy [45]. Based on anthropometric data (weighted by road fatality rates) across eight regions comprising OECD countries it was concluded that the size of a world‐harmonized 50 th percentile adult male would correspond well with the size of the 50 th percentile adult male as was defined by the UMTRI project [39]– [41]. ...
... Thus, the 50 th percentile female dummy model would correlate in size to the females that are most frequently injured in rear impacts. We found the anthropometry study of the WorldSID project [45] to be best available for defining an anthropometric size that is reasonably representative of the worldwide population at risk. Since it was concluded that the size of a world‐harmonized 50 th percentile adult male would correspond well with the size of the 50 th percentile adult male as defined by the UMTRI project [39]–[41], we found it reasonable to make the same conclusion regarding the 50 th percentile adult female. ...
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 v (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.
... The subject was chosen to represent the 50th percentile male around age 40 in terms of height and weight among American males. 35 The MRI acquisition was similar to the protocol utilized by Knutsen et al., 28 employing a spatial modulation of magnetization (SPAMM) tagging sequence optimized for acquisition speed. The angular position for each drop was measured in real-time by an optical sensor. ...
... This subject has been chosen since his body type was close to the midsize male in terms of the height and weight. 35 More subjects are required to obtain statistically meaningful results in future studies and to better address the inter-subject variations during head rotation and extension motions. ...
We employ an advanced 3D computational model of the head with high anatomical fidelity, together with measured tissue properties, to assess the consequences of dynamic loading to the head in two distinct modes: head rotation and head extension. We use a subject-specific computational head model, using the material point method, built from T1 magnetic resonance images, and considering the anisotropic properties of the white matter which can predict strains in the brain under large rotational accelerations. The material model now includes the shear anisotropy of the white matter. We validate the model under head rotation and head extension motions using live human data, and advance a prior version of the model to include biofidelic falx and tentorium. We then examine the consequences of incorporating the falx and tentorium in terms of the predictions from the computational head model.
... We chose a bowling ball (4,65 kg weight, 22,5cm diameter) to approximately match weight, shape, size and curvature of an adult human head [9,10] which we additionally fitted with thin metal rods to allow for proper fixing of skin samples. ...
... CT absorption material ≈ 1000 · µ L material − µ L water µ L water (9) Evaluation of evidential value Evidential value was determined using likelihood ratios; likelihood ratios provide a concise means for Bayes' rule application [14]. Under this concept, establishing the prior odds of the head injuries being the consequence of falling is the task of other professional specialties examining this case. ...
In the case of a survived head injury of a 39 year old man, kick versus fall as mechanism had to be discerned. On top of conventionally used medicolegal findings, clinical computed tomography (CT) scans were evaluated. There, dense particles at the back of the head were scattered on and in the skin, around the region also likely to be the center of an impact related skull burst fracture. Experiments then were conducted to discern falling, kicking and scrubbing, based on gravel particle details, using suitable model substrate materials. Particle size and count were larger in falls without scrubbing than in kicks also because soles may not retain heavier or larger gravel particles. Based on chemical composition obtained through EDS (energy-dispersive X-ray spectroscopy), gravel particle mass attenuation coefficient was determined, linearly correlating with effective CT attenuation of scalp particles and bone and skin materials. Gravel particle size showed to be a stronger evidence in the distinction of fall versus kick than skin and brain morphology. Clinical CT can be a valuable asset in reconstructive forensic medicine.
... Comparing these measurements with data of the female population in different European countries showed that the weight and height found for the female most at risk correspond quite well with the average weight and height of females in the European countries; that is 165 cm and 66 kg, Table 1. (Moss et al. 2000) in order to evaluate if that data could give guidance when selecting the size for the 50 th percentile female model. When establishing the anthropometry of the WorldSID midsize male crash dummy (Moss et al. 2000) the average weight and height of the average occupant was similar to that of Schneider et al. (1983). ...
... (Moss et al. 2000) in order to evaluate if that data could give guidance when selecting the size for the 50 th percentile female model. When establishing the anthropometry of the WorldSID midsize male crash dummy (Moss et al. 2000) the average weight and height of the average occupant was similar to that of Schneider et al. (1983). ...
Neck injury due to low severity vehicle crashes is of worldwide concern and it is well established that the risk of such injuries are higher for females than for males, even in similar crash conditions. In addition, recently developed protective systems have shown to be less protective of females than males. Hence there is a need for improved tools when developing and evaluating the performance of protective systems for occupants. The objective of this study was to develop a finite element model of a 50 th percentile female rear impact crash dummy model. The anthropometry of the 50 th percentile female was specified based on data found in the scientific published literature and is called EvaRID (Eva -female/RID -Rear Impact Dummy). EvaRID is based on the same design concept as the 50 th percentile male rear impact dummy, the BioRID. A first version, EvaRID V1.0, was developed in LS-Dyna. The dynamic response of EvaRID V1.0 was compared to data from rear impact tests with female volunteers. It was found that it is necessary to further adjust the stiffness of the joints in the spine in order to fully mimic the motion of the volunteers. In future, the EvaRID dummy model has the potential to be a valuable tool when evaluating and developing seats and whiplash protection systems.
... The stature, weight and seated height of EvaRID were based on Schneider et al. (1983) since this dataset defined the sizes of the existing dummies. Furthermore, recent work in the WorldSID project, Moss et al. (2000), used the data of Schneider et al. (1983) to design a new generation side impact crash test dummy. Based on anthropometric data (weighted by road fatality rates) across eight regions comprising OECD countries it was concluded that the size of a worldwide harmonized 50th percentile adult male would correspond well with the size of the 50th percentile adult male defined by Schneider et al. (1983). ...
... The average stature was 165.9 cm and the average weight was 65.9 kg, which correspond relatively well with the average European figures presented above. When establishing the anthropometry of the World Side Impact Dummy (WorldSID) mid-size male crash test dummy (Moss et al., 2000), the average weight and height of an average occupant was found to be similar to that found by Schneider et al. (1983).Table 4 summarises the dimensions of the EvaRID model in comparison to the existing BioRID II model hardware. The stature, total weight and seated height were derived from Schneider et al. (1983). ...
... Finally, to gain knowledge whilst selecting the 50 th percentile female model size, documentation relating to the crash dummy size selection process in the WorldSID project (Moss et al. 2000) was studied. They found, based on anthropometric data across eight regions containing OECD countries (weighted by road fatality rates), that the 50 th percentile female had an average stature of 163.2 cm. ...
... In addition, the selected size was close to the stature of the 50 th percentile female (163.2 cm) according to the WorldSID study (Moss et al. 2000). Their data was based on anthropometric data across eight regions containing OECD countries (weighted by road fatality rates). ...
Whiplash Associated Disorder (WAD) – commonly denoted whiplash injury – to vehicle occupants involved in collisions, is of worldwide concern. These injuries occur at relatively low velocity changes, typically between 10–25 km/h, and in all impact directions. Rear impacts are, however, the most common in the accident statistics. Since the mid-1960´s, statistical data has shown that females have up to three times higher risk of sustaining whiplash injuries than males, in similar crash conditions. The overall objective was to improve the understanding of why females are at greater risk of sustaining whiplash injuries in rear impacts, compared to males. Two rear impact studies involving ~50th percentile female and male volunteers were carried out. In both studies, response corridors for ~50th percentile females were generated and compared to previously published response corridors for 50th percentile males. Additionally, the Neck Injury Criterion (NIC) values, head-to-head restraint distances and contact times were compared between female and male volunteers. Thereafter, a 50th percentile female rear impact dummy Finite Element (FE) model, EvaRID V1.0, was developed from an existing BioRID II model. The anthropometry and mass distribution of the 50th percentile female were specified based on published data. Its mechanical response was evaluated with data from one of the volunteer studies. Finally, a scaled-down rear impact dummy prototype – BioRID50F – was developed using modified BioRID II dummy components. The scaled-down dummy was representative of a 50th percentile female in mass and key dimensions and intended to function as a representative seat loading device. The BioRID50F was evaluated against new volunteer test results from low-speed rear impact sled tests including female volunteers close to a 50th percentile female in size. A series of rear impact tests with the BioRID50F were performed in four different seats from four different car models. The results were compared to previously performed BioRID tests in equivalent setup. It was found that the overall biofidelity of the EvaRID V1.0 was acceptable at low velocity changes (7 km/h). A general stiffness reduction in EvaRID V1.0 of 30 percent compared to the BioRID II, proved to be a promising first iteration. However, further improvements are of the EvaRID V1.0 as well as BioRID II models are required with regards to the stiffness of the thoracic spine. The results from the rear impact test series comprising volunteers and the BioRID50F supported the findings from earlier publications, indicating that there may be characteristic differences in the rear impact dynamic seat back interaction between males and females. A mechanical or computational model of a 50th percentile female would be an important complement to the existing 50th percentile male BioRID II occupant models when evaluating seat performance. These models can be used, not only as a tool when designing protective systems, but also in the process of further evaluation and development of injury criteria.
... However, we aimed for an anthropometric definition representative for the world population. The anthropometry study of the WorldSID project (Moss et al., 2000) concluded that the size of a world-harmonised 50th percentile adult male would correspond well with the size of the 50th percentile adult male as defined by the UMTRI project (Robbins, 1983a,b;Schneider et al., 1983). We found it reasonable to make the same assumption regarding the 50th percentile adult female (Carlsson et al., 2014). ...
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, HR10 C ( N = 8), HR15 C ( N = 6), and HR15 N C ( 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 HR10 C (3.9 m ² /s ² ), and 49% greater in HR15 N C (7.4 m ² /s ² ) in comparison to HR15 C (5.0 m ² /s ² ). 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 (HR15 C and HR15 N C ), each with its corresponding HR contact condition, will be possible in future dummy or model evaluation.
... This model has the flexibility to morph to pre-determined size and shape. The rest of the geometry was then transformed to meet the requirements of a 50 th percentile male described by the WORLDSID project (Moss 2000). ...
A finite element model of a representative 50 th percentile male torso has been created by researchers at the Johns Hopkins University Applied Physics Laboratory. The components of this detailed Human Torso Finite Element Model (HTFEM) include the heart, lungs, liver, stomach, intestinal mass, kidneys as well as the thoracic skeletal structure system. The detailed components of the torso provide relevant internal geometries, material differences and boundary conditions to study the propagation of a blast pressure wave through the thoracic region. Injury due to blast has largely been predicted using the Bowen curves, which are based on experiments of various animal species exposed to air blast that provide a biological response to blast. LS-DYNA, a dynamic finite element modeling tool is used to simulate the complex system response of the HTFEM to an open air blast event. LS-DYNA's enhanced version of the CONWEP blast model will be used to load the HTFEM. Loading conditions representing the overpressure and positive phase duration as defined in existing injury curves adapted from Bowen's lethality model are applied to the HTFEM. These simulations will explore HTFEM response to peak overpressures in the range of 400-800 kPa and positive phase durations in the range of 2.0 to 4.5 ms. The temporal pressure plots show organ response for the various loading conditions. The HTFEM can be used as a tool used to examine the blast effects on the human torso and to aid in the design of personal protective equipment (PPE).
... Since calculation of this area requires knowledge of display characteristics and its distance from the eyes of the viewer, we have selected a Sharp Zaurus SL- C700 with a 3.7 , 640 × 480 pixels display as target device for transcoding. From anthropometric measures ([5]) we have considered that it may be viewed from a distance of about 40 cm. The transcoded video has been scaled to fit the selected display, and the calculation of the object aura has been done using the above mentioned display characteristics and viewing distance. ...
... Therefore, the anthropometry of the individual selected was selected to match existing ATDs (Anthropomorphic Test Devices, commonly known as crash test dummies). 43,46,58 The height and weight targets for the individual selected for this study originate from the NHANES study in 1974, which today is known to underestimate the weight of the average sized U.S. male because of increases in corpulence over the last 3 and a half decades. 49 Despite this limitation, there were two main motivations for using the original NHANES data. ...
The objective of this study was to develop full body CAD geometry of a seated 50th percentile male. Model development was based on medical image data acquired for this study, in conjunction with extensive data from the open literature. An individual (height, 174.9 cm, weight, 78.6 ± 0.77 kg, and age 26 years) was enrolled in the study for a period of 4 months. 72 scans across three imaging modalities (CT, MRI, and upright MRI) were collected. The whole-body dataset contains 15,622 images. Over 300 individual components representing human anatomy were generated through segmentation. While the enrolled individual served as a template, segmented data were verified against, or augmented with, data from over 75 literature sources on the average morphology of the human body. Non-Uniform Rational B-Spline (NURBS) surfaces with tangential (G1) continuity were constructed over all the segmented data. The sagittally symmetric model consists of 418 individual components representing bones, muscles, organs, blood vessels, ligaments, tendons, cartilaginous structures, and skin. Length, surface area, and volumes of components germane to crash injury prediction are presented. The total volume (75.7 × 103 cm(3)) and surface area (1.86 × 102 cm(2)) of the model closely agree with the literature data. The geometry is intended for subsequent use in nonlinear dynamics solvers, and serves as the foundation of a global effort to develop the next-generation computational human body model for injury prediction and prevention.
... Anthropometric screening was conducted to approximate the typical adult male player and to ensure similitude with the numerical model (50th percentile male). We obtained stature and weight criteria from a worldwide anthropometric survey, 42 and these are presented in table 2 along with the subject data. ...
There has been growing controversy regarding long term effects of repeated low severity head impacts such as when heading a football. However, there are few scientific data substantiating these concerns in terms of the biomechanical head response to impact. The present study aimed to develop a research methodology to investigate the biomechanical response of human subjects during intentional heading and identify strategies for reducing head impact severity.
A controlled laboratory study was carried out with seven active football players, aged 20-23 and of average stature and weight. The subjects were fitted with photographic targets for kinematic analysis and instrumented to measure head linear/angular accelerations and neck muscle activity. Balls were delivered at two speeds (6 m/s and 8 m/s) as the subjects executed several specific forward heading manoeuvres in the standing position. Heading speeds up to 11 m/s were seen when the head closing speed was considered. One subject demonstrating averaged flexion-extension muscle activity phased with head acceleration data and upper torso kinematics was used to validate a biofidelic 50th percentile human model with a detailed head and neck. The model was exercised under ball incoming speeds of 6-7 m/s with parameter variations including torso/head alignment, neck muscle tensing, and follow through. The model output was subsequently compared with additional laboratory tests with football players (n = 3). Additional heading scenarios were investigated including follow through, non-active ball impact, and non-contact events. Subject and model head responses were evaluated with peak linear and rotational accelerations and maximum incremental head impact power.
Modelling of neck muscle tensing predicted lower head accelerations and higher neck loads whereas volunteer head acceleration reductions were not consistent. Modelling of head-torso alignment predicted a modest reduction in volunteer head accelerations. Exaggerated follow through while heading reduced volunteer head accelerations modestly.
Biomechanical methods were developed to measure head impact response. Changing the biomechanics of currently accepted heading techniques will have inconsistent benefits towards the reduction of head loading. Furthermore, mathematical modelling suggested an increased risk of neck loads with one alternative technique. No consistent recommendations can be made on the basis of the current study for altering heading techniques to reduce impact severity.
... According to the 50th percentile University of Michigan Transportation Research Institute (UMTRI) drawing(Scheider et al., 1983).Moss et al. (2000) compared the 50th percentile UMTRI drawing to available anthropometrical databases, and found that it is consistent with the stature and mass predictions for a 50th percentile male. ...
Objective:
Since the shoulders are rarely seriously injured in frontal or oblique collisions, they have been given low priority in the development of frontal impact crash test dummies. The shoulder complex geometry and its kinematics are of vital importance for the overall dummy kinematics. The shoulder complex also influences the risk of the safety belt slipping off the shoulder in oblique forward collisions. The first aim of this study was to develop a new 50th percentile male THOR shoulder design, while the second was to compare the new shoulder, mounted on a THOR NT dummy, with volunteer, THOR NT, and Hybrid III range of motion and stiffness data. The third aim was to test the repeatability of the new shoulder during dynamic testing and to see how the design behaves with respect to belt slippage in a 45 degrees far-side collision.
Methods:
The new 50th percentile THOR shoulder design was developed with the aid of a shell model of the seated University of Michigan Transportation Research Institute (UMTRI) 50th percentile male with coordinates for joints and bony landmarks (Schneider et al., 1983). The new shoulder design has human-like bony landmarks for the acromion and coracoid processes. The clavicle curvature and length are also made similar to that of a male human, as is the range of motion in the anterior-posterior, superior-inferior, and medial-lateral directions. The new shoulder design was manufactured and tested under the same conditions that Törnvall et al. (2005b) used to compare the shoulder range of motion for the volunteers, Hybrid III, and THOR Alpha. The new design was also tested in two dynamic test configurations: the first was a 0 degrees full-frontal test and the second was a 45 degrees far-side test. The dummy tests were conducted with an R-16 seat with a three-point belt, the Delta V was 27.0+/-0.5 km/h and the maximum peak acceleration was approximately 14.6+/-0.5 g for each test.
Results:
A new shoulder design with geometry close to that of humans was developed to be retrofitted to the THOR NT dummy. The results showed that the range of motion for the new shoulder complex during static loading was larger by at least a factor of three, for the maximum load (200 N/arm), than that of either the Hybrid III or the THOR NT; this means it was more similar to the volunteers' range of motion. It was observed that the THOR NT with the new shoulder did not slide out of the shoulder belt during a far-side collision. The performance of the new shoulder was reasonably repeatable and stable during both the static tests and the sled tests.
Conclusion:
A new shoulder for the THOR NT has been designed and developed, and data from static range of motion tests and sled tests indicate that the new shoulder complex has the potential to function in a more human-like manner on the THOR dummy.
... In our implementation, to obtain more effective adaptation at the object level, the blobs of the relevant objects that are detected are enlarged with a surrounding aura that is displayed at the same resolution of the object. Following the model of foveation of the human vision system, assuming that the display is observed from a distance of about 40 cm [30] and taking the Sharp Zaurus SL-C700, as the reference device, the aura applied to each boundary pixel of the object has been defined equal to 30 pixels. From images labeled 1 and 2 it can be noticed that, with S-MPEG2, there is no appreciable difference in viewing quality between coding at the event and object-event level, although there is a significant difference in bandwidth al- location. ...
In semantic video adaptation measures of performance must consider the impact of the errors in the automatic annotation over the adaptation in relationship with the preferences and expectations of the user. In this paper, we define two new performance measures Viewing Quality Loss and Bit-rate Cost Increase,that are obtained from classical peak signal-to-noise ration (PSNR) and bitrate, and relate the results of semantic adaptation to the errors in the annotation of events and objects and the user's preferences and expectations. We present and discuss results obtained with a system that performs automatic annotation of soccer sport video highlights and applies different coding strategies to different parts of the video according to their relative importance for the end user. With reference to this framework, we analyze how highlights' statistics and the errors of the annotation engine influence the performance of semantic adaptation and reflect into the quality of the video displayed at the user's client and the increase of transmission costs.
div class="section abstract"> Seat lateral support is often talked about as a design parameter, but usually in terms of psychological perception. There are many difficulties in quantifying lateral support mechanically to the engineering teams: Anthropometric variation causes different people to interact with the seat in different places and at different angles, BPD studies are usually planar and don’t distinguish between horizontal support and vertical resistance to sinking in, most mechanical test systems are typically single-DOF and can’t apply vertical and horizontal loads concurrently, and there is scant literature describing the actual lateral loads of occupants. In this study, we characterize the actual lateral loading on example seating from various sized/shaped occupants according to dynamic pressure distribution. From this information, a six-DOF load and position control test robot (KUKA OccuBot) is used to replicate that pressure distribution. The effect of various sizes and shapes of indenters is explored. We suggest some mechanical methods to assess seat lateral support. We believe such testing will be useful in benchmarking, setting design goals and tracking progress towards those goals through the design process.
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Objective:
Crash test dummies are full-scale anthropomorphic test devices (ATDs) that simulate the dimensions, weight proportions and articulation of the human body, and are used to measure human injury potential in vehicle crashes. The Hybrid-III dummy family, which is widely used currently, takes selected percentiles of anthropometry dimensions of U.S. adults as design references. The objective of this study was to assess the difference between Chinese adults and currently used dummy in anthropometry.
Methods:
Based on the Chinese National Physical Fitness Surveillance of the year 2000, 2005, 2010 and National Standard of China GB/T 10000-1988, a series of anthropometric parameters for Chinese adults were obtained, and data analysis was conducted between Chinese adults and ATDs currently used.
Results:
The comparison revealed distinct anthropometric difference between ATDs and Chinese adults. Based on the latest data, Chinese median females were about 2.6% lower in stature and about 8.03% lower in body weight than the ATD design targets. Similarly, Chinese median males were about 3.48% shorter and weighed 11.89% less than the ATD design targets.
Conclusions:
Although the anthropometric differences between Chinese adults and the Hybrid-III ATD specifications were modest and growing smaller, it is advisable to take the differences between ATDs and Chinese adults in anthropometry into consideration when developing new vehicles in China to provide effective protection specifically for Chinese occupants.
Finite-element models of human body were introduced in the early 90's for passive safety systems designing. Performing geometrical personalization of such models is of primary interest for optimizing their biofidelity. Then, the purpose of this study was to bring a deeper insight on external and internal human body geometry, and to provide tools for personalized modeling. A geometrical database containing both external (full body anthropometry) and internal (morphometry of the spine, pelvis and rib cage) data measured on 85 volunteers was obtained thanks to classical anthropometrical measurements and using stereoradiographic 3D reconstructions methods. This database analysis yielded to a detailed description of both external and internal body geometry for healthy european subjects. It resulted also in the development and validation of a statistical method to estimate anthropometrical (external) and morphometrical (internal) parameters from about 200 external/external and external/internal anthropometrical relationships (simple or multiple linear models). Thanks to this method only 10 anthropometrical measurements may be used for the modeling of external (43 dimensions) and internal (155 dimensions) human body geometry (mean error: 2.3%(2
Harmonisation of standards, the appearance of more advanced occupant restraint systems and higher levels of occupant protection required in side impact have been the main drivers for intensified research and development work in this area of vehicle safety. In May 2000, EEVC WG12 issued Document 101 .Status of Side Impact Dummy Developments in Europe. detailing the modifications to the EUROSID-1 dummy that were incorporated in the ES-2 dummy. The modifications were made in particular to improve the acceptability of the dummy as an interim world-wide harmonised side impact dummy until the moment that a .next generation. side impact dummy would become available. In December 2003, WP29 ratified the decision by GRSP to start the use of the ES-2 dummy in ECE R95 in apparent anticipation of a similar step being taken in FMVSS 214 soon. In the meantime, the development of a world-wide acceptable, .next generation. side impact dummy has progressed significantly. The development of the WorldSID 50th percentile male dummy was initiated in 1997 as part of a drive by ISO to establish globally harmonised side impact regulations and to improve the assessment of the safety of vehicles in a side impact. In particular, new restraint systems such as side airbags and increasing protection requirements require an improved dummy with appropriately tailored measurement capabilities. The International Harmonised Research Activities (IHRA) Working Group on Side Impact, that is currently developing a new set of harmonised regulatory test procedures for side impact, recommends the use of WorldSID 50th percentile male and 5th female dummies when available. This makes WorldSID the best candidate for application in a future potential Global Technical Regulation on Side Impact. Following previous updates on side impact dummy developments by WG12, this document outlines the development of the WorldSID dummy and the results of the extensive testing programmes that the dummy has undergone in Europe and elsewhere. The objective is to update the reader about the status of the WorldSID dummy development and to present an objective view about its performance to date from the European perspective.
The purpose of this study was first to extract the anthropometric data of typical Korean male adults, based on the three-dimensional anthropometric data measured through the Size Korea project. The data were then analyzed to identify the differences in the anthropometric characteristics between typical Koreans and 3D Korean mannequinmannequins generated by digital human models. Revision equations were then suggested to improve the inaccuracy of digital human models. Typical Korean adults subject to the 3D body scan data were selected by factor analysis with respect to the 5th, 50th, and 95th percentiles. Comparisons of anthropometric differences included the differences of the height and length variables in the vertical direction and the breadth, depth, and circumference variables in the horizontal direction. These comparisons demonstrated the differences in the anthropometric characteristics between typical Koreans and Korean mannequins based on differences in body shape and proportions between Korean and Western populations. Typical Koreans have shorter legs and longer torso than those of such mannequins generated from their own modeling algorithms, and the body shape of Koreans is more of an inverted triangular shape compared to the models. Although 3D digital human models are required to be modified to appropriately reflect the Asian body shape, modification of the modeling algoritms is not available to the public. The revision equations that convert the Korean modeling data of RAMSIS and Human in CATIA into typical Korean anthropometric data were instead suggested by regression analysis. It is expected that the proposed revision equations will help the designer evaluate design alternatives and improve the suitability of ergonomic evaluation for Korean customers. © 2012 Wiley Periodicals, Inc.
Ageing car occupants are expected to become a larger part of the driver and passenger population in developed countries in the future. Currently, Anthropomorphic Test Devices (ATDs) are essential tools to assess safety of automobiles; however, they do not fully embody the features of all occupant groups in the world population. This study investigates the features of ageing drivers. The data are collected and analysed with respect to age and gender. Information particularly on driver–automobile interaction is provided in the form of distances and angles measured in-car. The physical characteristics of existing ATDs are investigated and compared with the anthropometric data of ageing drivers. Comparisons indicate that the current ATDs do not incorporate some of the features of ageing drivers. The requirements of future ATDs such as sitting height, abdominal depth and posture are discussed. These specifications are essential for the development of new ATDs representing ageing drivers.
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.
Conclusions:
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.
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. One objective of the European 7th Framework, project ADSEAT was to develop a finite element model of a rear impact dummy representing females for application in seat optimization studies along with the BioRID II. In support of this injury risks for
females were studied revealing target size for the dummy model. Related anthropometric data were derived from literature and dynamic volunteer tests comprising females performed to set biofidelity targets. On this basis a finite element model representing females was developed and relevant injury criteria and thresholds identified. For the latter use was made of a prototype loading device consisting of a modified BioRID dummy that better matches the female anthropometry. This paper article documents the development of the female whiplash dummy model called EvaRID (Eva female, RID – Rear Impact Dummy) and its application to a series of production seats. The loading device BioRID50F and initial test results are also presented herein.
It is necessary to have a dummy that describes the anthropometry of a victim with accuracy. This study presents three scaled
side impact dummies constructed for the use of MADYMO. They represent five, fifty and ninety-five percentile Korean males
ranged from the age of 25 through 39. Thirty-five anthropometric data were used to scale input files required for MADYSCALE.
Geometries, inertia, joints and other parameters for dummies were scaled based on the configurations of EuroSID-1. This study
proposes the lateral impact response requirements for head, thorax and pelvis of Korean side impact dummies. A lateral drop
impact test was conducted for the head at the height of 200 mm. Lateral pendulum impact tests were also carried out for thorax
and pelvis at three specific impact velocities. All these test results were obtained from simulation based on MADYMO. All
the procedures of the three tests followed the requirement of ISO/TR 9790.
Finite-element models of human body were introduced in the early 90's for passive safety systems designing. Performing geometrical personalization of such models is of primary interest for optimizing their biofidelity. Then, the purpose of this study was to bring a deeper insight on external and internal human body geometry, and to provide tools for personalized modeling. A geometrical database containing both external (full body anthropometry) and internal (morphometry of the spine, pelvis and rib cage) data measured on 85 volunteers was obtained thanks to classical anthropometrical measurements and using stereoradiographic 3D reconstructions methods. This database analysis yielded to a detailed description of both external and internal body geometry for healthy european subjects. It resulted also in the development and validation of a statistical method to estimate anthropometrical (external) and morphometrical (internal) parameters from about 200 external/external and external/internal anthropometrical relationships (simple or multiple linear models). Thanks to this method only 10 anthropometrical measurements may be used for the modeling of external (43 dimensions) and internal (155 dimensions) human body geometry (mean error: 2.3%(2σ :14.2%) ). At last, this study has brought a contribution to the stereoradiographic 3D reconstruction of the rib cage in order to obtain a geometrical personalization of the trunk bones(spine, pelvis, and rib cage) from frontal and lateral X-rays. The anthropometrical and morphometrical data collected and the tool for geometrical modeling developed still offer numerous possibilities in impact and comfort biomechanics and for clinical applications.
The primary objective of the study was to bring a deeper knowledge of the human anthropometry, investigating the external and internal body geometry of small women, mid-sized men and tall men. Sixty-four healthy European adults were recruited. External measurements were performed using classical anthropometric instruments. Internal measurements of the trunk bones were performed using a stereo-radiographic 3D reconstruction technique. Besides the original procedure presented in this paper for performing in vivo geometrical data acquisition on numerous volunteers, this study provides an extensive description of both external and internal (trunk skeleton) human body geometry for three morphotypes. Moreover, this study proposes a global external and internal geometrical description of 5th female 50th male and 95th male percentile subjects. This study resulted in a unique geometrical database enabling improvement for numerical models of the human body for crash test simulation and offering numerous possibilities in the anthropometry field.
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