The Experts below are selected from a list of 189 Experts worldwide ranked by ideXlab platform
Matthew P Reed - One of the best experts on this subject based on the ideXlab platform.
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the influence of personal protection equipment occupant body size and Restraint System on the frontal impact responses of hybrid iii atds in tactical vehicles
Traffic Injury Prevention, 2017Co-Authors: Lauren Wood Zaseck, Nichole R Orto, Rebekah Grube, Jonatha D Rupp, Risa Schere, Matthew P ReedAbstract:ABSTRACTObjective: Although advanced Restraint Systems, such as seat belt pretensioners and load limiters, can provide improved occupant protection in crashes, such technologies are currently not utilized in military vehicles. The design and use of military vehicles presents unique challenges to occupant safety—including differences in compartment geometry and occupant clothing and gear—that make direct application of optimal civilian Restraint Systems to military vehicles inappropriate. For military vehicle environments, finite element (FE) modeling can be used to assess various configurations of Restraint Systems and determine the optimal configuration that minimizes injury risk to the occupant. The models must, however, be validated against physical tests before implementation. The objective of this study was therefore to provide the data necessary for FE model validation by conducting sled tests using anthropomorphic test devices (ATDs). A secondary objective of this test series was to examine the inf...
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effects of child Restraint System features on installation errors
Applied Ergonomics, 2014Co-Authors: Kathlee D Klinich, Miriam A Manary, Carol A C Flannaga, Sheila M Ebe, Laura A Malik, Paul Gree, Matthew P ReedAbstract:This study examined how child Restraint System (CRS) features contribute to CRS installation errors. Sixteen convertible CRS, selected to include a wide range of features, were used in volunteer testing with 32 subjects. Subjects were recruited based on their education level (high or low) and experience with installing CRS (none or experienced). Each subject was asked to perform four child Restraint installations in the right-rear passenger seat of a 2006 Pontiac G6 sedan using a crash dummy as a child surrogate. Each subject installed two CRS forward-facing (FF), one with LATCH and one with the vehicle seatbelt, and two CRS rear-facing (RF), one with LATCH and one with the seatbelt. After each installation, the experimenter evaluated 42 factors for each installation, such as choice of belt routing path, tightness of installation, and harness snugness. Analyses used linear mixed models to identify CRS installation outcomes associated with CRS features. LATCH connector type, LATCH strap adjustor type, and the presence of belt lockoffs were associated with the tightness of the CRS installation. The type of harness shoulder height adjuster was associated with the rate of achieving a snug harness. Correct tether use was associated with the tether storage method. In general, subject assessments of the ease-of-use of CRS features were not highly correlated with the quality of their installation, suggesting a need for feedback with incorrect installations. The data from this study provide quantitative assessments of some CRS features that were associated with reductions in CRS installation errors. These results provide child Restraint designers with design guidelines for developing easier-to-use products. Research on providing effective feedback during the child Restraint installation process is recommended.
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rear seat Restraint System optimization for older children in frontal crashes
Traffic Injury Prevention, 2013Co-Authors: Matthew P Reed, Kathlee D Klinich, Liqu CaoAbstract:Objective: Analyses of crash injury data have shown that injury risk increases when children transition from belt-positioning boosters to the vehicle seat belt alone. The objective of this study is to investigate how to improve the Restraint environment for these children. Methods: A parametric analysis was conducted to investigate the effects of body size, seat belt anchorage locations, and rear seat design parameters on the injury risks in frontal crashes of children aged 6 to 12 years old using a newly developed parametric child anthropomorphic test dummy (ATD) model. Restraint design optimizations were also conducted to obtain ranges of optimal Restraint System configurations that provide best protections for 6-, 9-, and 12-year-old children. Results: Simulation results showed that child body size was the dominant factor affecting outcome measures. In general, lower and more rearward D-rings (upper belt anchorages), higher and more forward lap belt anchorages, and shorter, stiffer, and thinner seat cu...
Xiaodong Huang - One of the best experts on this subject based on the ideXlab platform.
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multiobjective optimization design for vehicle occupant Restraint System under frontal impact
Structural and Multidisciplinary Optimization, 2013Co-Authors: Xiaodong HuangAbstract:Occupant Restraint System (ORS) can effectively protect passengers from severe injury in vehicle collision, thus its design signifies a key issue in automobile engineering. To ensure a high safety rating, e.g. five or at least four stars in the European New Car Assessment Program (Euro-NCAP) rating System, which has been widely used to rate the different vehicles from different manufacturers, design optimization becomes essential. Nevertheless, the effectiveness of conventional mathematical programming methods directly integrated with numerical simulation and sensitivity analysis for optimization is of limited practical value, due to high complexity of structures, nonlinearity of materials and deformation involved. To address the issue, this paper combines a Kriging (KRG) model with Non-dominated Sorting Genetic Algorithm II (NSGA-II) for vehicle ORS design. The ORS design of a 40% Offset Deformable Barrier (ODB) frontal impact test with the collision speed of 64 km/h is exemplified for the presented method. The results show that the KRG model can well predict the ORS responses for the design. Finally, the optimum result is verified by using sled physical tests. It is found that the ORS performance can be substantially improved for meeting product development requirements through the proposed approach.
Kathlee D Klinich - One of the best experts on this subject based on the ideXlab platform.
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An assessment of child passenger safety levels of service in Michigan
2019Co-Authors: Michelle L. Macy, Miriam A Manary, Shanno J. Ines, Acham Gebremariam, Halima Olaniya, Kathlee D KlinichAbstract:Objective: The purpose of this article was to assess the match between child passenger safety resources (child passenger safety technicians [CPSTs], car seat checks, and child Restraint System [CRS] distribution programs) and the child population in Michigan by utilizing geographic information Systems approaches and to analyze the impact of Michigan’s CPSTs on child passenger safety behaviors on departure from a seat check. Methods: Data were collected from administrative sources and a survey of CPSTs to determine the number and location of child passenger safety resources and children in Michigan. The main analyses used data from 2014. The child population ≤4 years old per county and per traffic safety region was determined from census data. CPST and car seat check locations were determined from a list from the Michigan Office of Highway Safety Planning (Mi-OHSP) and a survey of CPSTs who coordinate seat checks. Summary sheets from Mi-OHSP served as the data source for CRSs distributed through their occupant protection program. Data from child passenger safety checklists completed with seat checks were obtained from Safe Kids Michigan. Addresses were geocoded using Google Maps Geocoding API and then mapped at the county level using ArcGIS Desktop 10.3.1. Descriptive statistics were calculated and levels of service were determined at the county and regional levels. Results: In 2014, there were 570,929 children ≤4 years old in Michigan and 979 CPSTs who worked at 209 known seat check locations. An average of 6,854 seats was checked per year through Safe Kids Michigan Coalitions. All but 3 regions met an intermediate service level for seat check locations by offering one or more per 5,000 children ≤4 years old. There was at least one CPST in 80 of 83 counties (median 5; interquartile range, 2, 10.5). Assuming that an average Michigan CPST provides 10 h of service each year, all but 2 regions reached an intermediate service level of at least one technician hour per 90 children ≤4 years old. Fewer regions reached a basic level of service for the number of seat checks. Almost half (49.5%) of Safe Kids Michigan seat checks resulted in a change in child passenger safety behaviors. Conclusions: Child passenger safety resources in Michigan are not evenly distributed yet most regions and counties meet intermediate levels of service. Reallocating resources to areas that are providing basic levels of service could help reduce disparities in child passenger safety behaviors.
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effects of child Restraint System features on installation errors
Applied Ergonomics, 2014Co-Authors: Kathlee D Klinich, Miriam A Manary, Carol A C Flannaga, Sheila M Ebe, Laura A Malik, Paul Gree, Matthew P ReedAbstract:This study examined how child Restraint System (CRS) features contribute to CRS installation errors. Sixteen convertible CRS, selected to include a wide range of features, were used in volunteer testing with 32 subjects. Subjects were recruited based on their education level (high or low) and experience with installing CRS (none or experienced). Each subject was asked to perform four child Restraint installations in the right-rear passenger seat of a 2006 Pontiac G6 sedan using a crash dummy as a child surrogate. Each subject installed two CRS forward-facing (FF), one with LATCH and one with the vehicle seatbelt, and two CRS rear-facing (RF), one with LATCH and one with the seatbelt. After each installation, the experimenter evaluated 42 factors for each installation, such as choice of belt routing path, tightness of installation, and harness snugness. Analyses used linear mixed models to identify CRS installation outcomes associated with CRS features. LATCH connector type, LATCH strap adjustor type, and the presence of belt lockoffs were associated with the tightness of the CRS installation. The type of harness shoulder height adjuster was associated with the rate of achieving a snug harness. Correct tether use was associated with the tether storage method. In general, subject assessments of the ease-of-use of CRS features were not highly correlated with the quality of their installation, suggesting a need for feedback with incorrect installations. The data from this study provide quantitative assessments of some CRS features that were associated with reductions in CRS installation errors. These results provide child Restraint designers with design guidelines for developing easier-to-use products. Research on providing effective feedback during the child Restraint installation process is recommended.
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rear seat Restraint System optimization for older children in frontal crashes
Traffic Injury Prevention, 2013Co-Authors: Matthew P Reed, Kathlee D Klinich, Liqu CaoAbstract:Objective: Analyses of crash injury data have shown that injury risk increases when children transition from belt-positioning boosters to the vehicle seat belt alone. The objective of this study is to investigate how to improve the Restraint environment for these children. Methods: A parametric analysis was conducted to investigate the effects of body size, seat belt anchorage locations, and rear seat design parameters on the injury risks in frontal crashes of children aged 6 to 12 years old using a newly developed parametric child anthropomorphic test dummy (ATD) model. Restraint design optimizations were also conducted to obtain ranges of optimal Restraint System configurations that provide best protections for 6-, 9-, and 12-year-old children. Results: Simulation results showed that child body size was the dominant factor affecting outcome measures. In general, lower and more rearward D-rings (upper belt anchorages), higher and more forward lap belt anchorages, and shorter, stiffer, and thinner seat cu...
I Taskin - One of the best experts on this subject based on the ideXlab platform.
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a low cost mmic based radar sensor for frontal side or rear automotive anticipatory precrash sensing applications
IEEE Intelligent Vehicles Symposium, 2000Co-Authors: C T Lyons, I TaskinAbstract:Presents the first fully-functional, low-cost radar based anticipatory precrash sensor, capable of providing critical pre-collision data to passenger Restraint System electronic control units (ECU), enabling earlier airbag deployment times, or activation of seatbelt pre-tensioners. Highly-efficient signal processing techniques are used to track objects in a potential collision trajectory with the host vehicle and provide closing velocity, distance, time-to-impact, and point of impact on the vehicle, only if a collision is imminent. The sensor has been extensively tested and is immune to false alarms from road-side objects, nearby passing vehicles and sidewalks. Self-diagnostic algorithms constantly monitor the health of all sensor functions and provide real-time correction of center frequency and transmit-bandwidth to stay within the FCC limits and to eliminate factory adjustments and vulnerability to the effects of temperature or aging. All radar functions are performed on a single GaAs MMIC chip mounted in a low-cost SOIC package. The complete precrash sensor with embedded antenna occupies a total volume <90 cubic centimeters.
Flaura Koplin Winston - One of the best experts on this subject based on the ideXlab platform.
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effectiveness of child safety seats vs seat belts in reducing risk for death in children in passenger vehicle crashes
JAMA Pediatrics, 2006Co-Authors: Michael R Elliott, Michael J Kallan, Dennis R Durbin, Flaura Koplin WinstonAbstract:Objective To provide an estimate of benefit, if any, of child Restraint Systems over seat belts alone for children aged from 2 through 6 years. Design Cohort study. Setting A sample of children in US passenger vehicle crashes was obtained from the National Highway Transportation Safety Administration by combining cases involving a fatality from the US Department of Transportation Fatality Analysis Reporting System with a probability sample of cases without a fatality from the National Automotive Sampling System. Participants Children in two-way crashes occurring between 1998 and 2003. Main Exposure Use of child Restraint Systems (rear-facing and forward-facing car seats, and shield and belt-positioning booster seats) vs seat belts. Potentially confounding variables included seating position, vehicle type, model year, driver and passenger ages, and driver survival status. Main Outcomes Measure Death of child passengers from injuries incurred during the crash. Results Compared with seat belts, child Restraints, when not seriously misused (eg, unattached Restraint, child Restraint System harness not used, 2 children restrained with 1 seat belt) were associated with a 28% reduction in risk for death (relative risk, 0.72; 95% confidence interval, 0.54-0.97) in children aged 2 through 6 years after adjusting for seating position, vehicle type, model year, driver and passenger ages, and driver survival status. When including cases of serious misuse, the effectiveness estimate was slightly lower (21%) (relative risk, 0.79; 95% confidence interval, 0.59-1.05). Conclusion Based on these findings as well as previous epidemiological and biomechanical evidence for child Restraint System effectiveness in reducing nonfatal injury risk, efforts should continue to promote use of child Restraint Systems through improved laws and with education and disbursement programs.