Appendix
Additional data and other discussion points
Pre-test measurement data are given (Table A1). Pre-test positioning and contact locations for the three PMHS are
shown (Figures A1 -A3). The structural accelerations for the vehicle tested as well as several other vehicles in the
WorldSID dummy test series can be found on the NHTSA Vehicle database (numbers v08343-v08355).
A
comparison of the localized profiles of the deformations of the left side with several other vehicles in the ATD test
series from the NHTSA Vehicle database show that the deformation profile of the tested vehicle is a reasonable
representation of the category. Figure A4 shows these profiles.
Acknowledging differences in protocols between the pole and MDB tests, the PMHS occupant in the former test
sustained lesser number of thoracic rib fractures although the torso side airbag and head curtain deployments were
similar in both tests. This is attributed to the difference in intrusion profile relative to the occupant’s thorax and also
to the decreased velocity in the pole test. The alignment of the head of the occupant with respect to the pole is
biased towards the primary intent of head protection in this recently promulgated test procedure (FMVSS-214,
2008). The field observation of narrow object side impacts inducing more severe injuries than pure lateral impacts
is not supported by the present study (Pintar et al., 2007). The influence of the early head curtain deployment
coupled with the alignment of the head (in the coronal plane with respect to the pole and the inflation of the torso
side airbag) exposes the pelvis and torso to lesser magnitudes of acceleration. A rearward shift of the pole
alignment with respect to the occupant’s chest may induce loadings encountered in field cases and produce realworld thoracic and lower extremity injuries. This topic needs attention because of the limited number of tests
conducted in this research.
The NHTSA-sponsored Global Human Body Models Consortium (GHBMC) is
advancing efforts to develop complex models. As a first step, such models may be used to determine the most
appropriate initial conditions to describe the biomechanics of injury and kinematics. Results from this study can be
used for the validation of such models and conduct parametric studies to determine effective experimental strategies,
which are generally involved in terms of resources such as time and cost.
It should be noted that full-scale vehicle tests have been conducted with intact PMHS (Cesari et al., 1983; Klaus et
al., 1983; Morgan et al., 1986). The cited tests did not incorporate modern restraint features such as side airbags and
head curtains. Vehicles were also not FMVSS-214 compliant, i.e., side door beams were not mandatory during that
period. However, these earlier tests served as a validation model for evaluating the efficacy of the thoracic trauma
index, the principal metric used to determine the crashworthiness of vehicles at that time (Pintar et al., 1997).
Similar tests have not been conducted using modern vehicles and restraints to the best knowledge of the authors.
From this perspective, the present series of tests provides a unique dataset which can be used for validating finite
element models such as the GHBMC. In addition, results from the present full-scale vehicle tests with intact PMHS
can be used to evaluate the biofidelity of the more recent WorldSID device for its ability to predict injuries and
improve crashworthiness.
Although the objective of the present study was to characterize PMHS responses to side impacts, as a possible
extension, the data can be compared with dummy results from similar tests conducted on the subject vehicle.
Assuming a similar contact between the SID-IIs dummy and the intruding door in the MDB test, the angled loading
response of the PMHS can serve as a basis on which to examine some aspects of dummy biofidelity. The T12
accelerometer signals along x- and y-directions indicated differences between the two surrogates (Figure A5). The
peak x-acceleration was approximately twice greater in the PMHS (48 versus 25 g) and the y-acceleration was
approximately 1.13 times greater in the PMHS (112 versus 98 g). In addition, the times of attainments were longer
in the PMHS (x- and y: 38.6 and 42.2 ms) than the dummy (36.9 and 37.3 ms). Furthermore, the PMHS showed a
greater contribution of the x- than the y-component of the acceleration than the dummy (43 versus 25%). These
comparative results indicate that the dummy does not demonstrate equivalent sensitivity to angled loading as seen in
this particular crash. These results are consistent with previous sled test results that have shown limitations in
oblique loading biofidelity. The differences in responses may be more accentuated if sternum accelerations in the
dummy were to be used (current standardized tests do not have these data) in the analysis. This is because the
anterior rib cage is the first body region to encounter anterior oblique loading in side impacts and not the posterior
T12 spinous process. With the posterior spinal accelerations of the dummy showing lack of obliquity, it is more
likely that the lack of angled response is greater if this metric were to be measured at the anterior region of the chest
in the dummy. However, dummy sternum accelerations are not gathered during standardized MDB tests. It should
be underscored that this comparison was only possible because of the matched-pair tests. When comparatively
evaluating the response differences between the dummy and PMHS, it should be underscored that the two surrogates
do not have identical segmental anthropometries.
Figure Captions for the Appendix
Figure A1: Pre-test and contact locations for the PMHS driver occupant in the MDB test: Contacts: upper head
(orange) to left side header and side curtain airbag, lower head (blue) to side curtain airbag, shoulder (purple) to
seat airbag (per report), upper arm (green) to upper interior door panel/window sill forearm (purple) to upper interior
door panel/window sill near door handle, upper rib/chest (red) to seat back/side bolster, upper-mid rib/chest band
(yellow) to top of seat airbag and seat side bolster, middle rib/chest band (blue) to middle of seat airbag and seat side
bolster, lower rib/chest band (black) to middle/lower seat airbag and seat side bolster, hip (orange) to lap belt and
lower edge of seat airbag, Thigh (brown) to lower edge of seat airbag and interior door panel below armrest, knee
(yellow) to interior door trim.
Figure A2: Pre-test and contact locations for the PMHS rear seat occupant in the MDB test: Contacts: upper head
(orange) to left side header and side curtain airbag, lower head (blue) to side curtain airbag, shoulder (purple) to
bottom side of side curtain airbag and interior door panel, upper arm (green) to upper interior door panel/window
sill, forearm (purple) to upper interior door panel/window sill and side curtain airbag, upper rib/chest (red) to interior
door panel, upper rib/chest band (yellow) to interior door panel, middle rib/chest band (blue) door armrest, lower
rib/chest band (black) to door armrest and door trim panel, hip (orange) to lap belt, interior door trim, and seat
bottom cushion, thigh (brown) to interior door panel below armrest, knee (yellow) to interior door trim panel.
Figure A3: Pre-test and contact locations for the PMHS driver occupant in the pole test: Contacts: upper head
(orange) to left side header and side curtain, lower head (blue) to side curtain airbag, shoulder (purple) to side
window, window sill/beltline interior and bottom of side curtain airbag – per report and photos, upper arm (green) to
upper interior door panel/window sill and seat airbag, forearm (purple) to upper interior door panel/window sill near
door handle, upper rib/chest band (yellow) to top of seat airbag, middle rib/chest band (blue) to top of seat airbag,
hip (orange) to lap belt and lower edge of seat airbag, thigh (brown) to lower edge of seat airbag, interior door panel
below armrest, bottom of armrest, and seat bottom side cushion, knee (yellow) to window crank.
Figure A4: Profiles of deformations of vehicles in the NHTSA database (IDs shown) and the vehicle tested in the
current study (shown in red). HP refers to the hip point. WorldSID dummy was used in these tests.
Figure A5: Comparison of PMHS and dummy x- and y- acceleration-time responses in the MDB test for the rear
seat occupant. Refer to text for details.
Table A1: Pre-test measurements (mm) for the three PMHS in MDB and pole tests
Description
MDB test
Front seat
Pole test
Rear seat
Front seat
Header to header
324
384
Header to windshield
649
591
Head to roof liner
200
264
178
Nose to rim/seat back
570
464
490
Chest to dash/seat back
604
484
601
Chest to steering wheel
498
Head to side header
205
266
198
Head to side window
335
419
333
Arm to door
179
202
128
Hip point to door
154
148
459
135