passenger kinematics in braking, lane change and oblique driving

Abstract A series of vehicle‐based driving maneuvers was performed, where occupants in the passenger

position were subjected to emergency braking maneuvers at 12 km/h and 50 km/h, lane change maneuvers to the left and the right and combined maneuvers, where a combination of lateral and frontal accelerations occurred. A comprehensive collection of vehicle and occupant kinematic corridors based on results from 6 female (mass: 63.0±10.4 kg, height: 169.0±4.1 cm, age: 31.5±9.3 y) and 19 male (mass: 77.8±8.4 kg, height: 178.2±5.0 cm, age: 28.2±3.8 y) subjects are presented.

Asymmetries in the response as well as the detailed kinematics are discussed for selected load cases, before results of various maneuvers are related to each other.

Keywords Combined maneuver, emergency braking, lane change maneuver, low g vehicle test, occupant kinematics

I. INTRODUCTION

In order to further improve vehicle safety and work towards the European Commission’s target of reducing the number of fatalities caused by traffic accidents by half in the decade between 2011 and 2020 [1] and finally arriving at the “vision zero” [2] promising path of active and integrated safety systems. Such systems need robust development tools, which are currently being devised. In contrast to the crash phase, where the occupant’s motion is predominantly determined by the body’s inertia and material behavior, in the pre‐crash phase also muscle‐induced movement has a significant influence on the kinematics. Active human body models are numerical simulation tools to describe this pre‐crash phase including active muscle contributions.

The human kinematic response in pre‐crash type loading conditions, i.e. acceleration in the order of 1 g, has been studied over the last decade, where two main classes of studies can be found in the literature, sled‐based studies and vehicle‐based tests. In a series of publications [3‐5] the biomechanical response of male and female subjects was studied during low‐speed sled tests in both frontal and lateral directions, reporting a considerable effect of the individual muscle contribution to the subject’s motion. In a follow‐up study [6] the effect of a motorized seat belt was shown to reduce the subjects’ forward motion. In [7] and [8] volunteers, post mortem human surrogates and a Hybrid III 50th percentile male anthropomorphic test device were subjected to sled accelerations with peak values of 2.5 g and 5 g, revealing qualitatively different biomechanical responses of the groups. Also the active bracing effect was studied for human subjects, which was found to significantly reduce the upper body forward excursion. In [9] lateral evasive maneuvers with a peak acceleration of 0.5 g were performed, where 10 subjects were restrained using a four‐point belt and both relaxed and braced conditions were reported.

Vehicle‐based studies of manual as well as autonomous braking of male and female subjects were performed in [10‐12], where also driver and passenger behavior was studied.

The work in [13‐14] can be considered as precursor to the present paper, where vehicle based emergency braking, lane change and combined maneuvers are presented. For a lap‐belt and rigid seat configuration between 20 and 22 subjects were reported, while for a combination of a three‐point belt and a seat with cushions and lateral support structures a preliminary subset of results was presented (emergency braking 12 km/h unaware: 4 female, 10 male; first repetition: 3 female, 6 male; 50 km/h: 4 female, 6 male; lane change to the left: 3 female, 2 male; right: 2 female, 2 male; combined maneuver to the left and right: 1 female, 3 male).

From the literature no results for oblique loading directions, i.e. maneuvers where subjects are accelerated in frontal and lateral directions, were found, neither for sled‐based tests, nor for vehicle‐based test. Also typical studies concentrated on a loading direction, where either loading conditions (e.g. peak acceleration) or subject

P. Huber is Lead Researcher, A. Prüggler and T. Steidl are Junior Researchers at Virtual Vehicle Research Center, Graz, Austria. S. Kirschbichler is Junior Researcher at the Vehicle Safety Institute at Graz University of Technology, Austria.

Passenger kinematics in braking, lane change and oblique driving maneuvers

Philipp Huber, Stefan Kirschbichler, Adrian Prüggler, Thomas Steidl

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IRC-15-89 IRCOBI Conference 2015

preparation (e.g. braced or tensed, driver or passenger) were varied. In this study as well as in [13‐14] detailed 3D occupant kinematics of a large number of subjects is presented for five different loading directions in the first part of the paper. In the second part of the paper the occupant kinematics between the different load cases are addressed and also inter‐ and intra‐subject variability are discussed.

II. METHODS

A. Vehicle and maneuvers

On a closed test track three main types of maneuvers, emergency braking, lane change and combination of braking and steering were performed with subjects in the passenger position. A Mercedes‐Benz S‐500 (type: W221, width: 1.78 m, length: 5.23 m, wheelbase: 3.17 m, left‐hand drive, see Fig. 2) was used as test vehicle.

In the emergency braking maneuver (initial velocities of 12 km/h and 50 km/h, referred to as maneuvers Brake12_01 or Brake12_02 and Brake50_01 respectively, where the suffix 01 indicates that it was the first maneuver of this kind for the subject and the suffix 02 indicates the first repetition of the maneuver) the driver pressed the brake pedal at maximum effort, leading to a support by the vehicle’s brake‐assistant system. In the lane change maneuver to the right (LaneRight50) the driver initiated the maneuver by turning the steering wheel to the right by approximately 200° within typically 0.5 s followed by a counter steering action of around 360° within 0.7 s and a return movement to the neutral position. In the lane change maneuver to the left (LaneLeft50) similar actions, in the opposite direction, were performed. In both maneuvers the initial velocity was 50 km/h. In the combined maneuver the driver turned the steering wheel by approximately 220° within 0.6 s while simultaneously pressing the brake pedal at sufficient effort to activate the brake assistant system (CombinedLeft50 and CombinedRight50).

All test sequences started with an emergency braking maneuver at 12 km/h in order to allow a comparison to results in [13], where unaware subjects were tested using a lap belt only. All subsequent maneuvers (Brake12_02, Brake50_01, LaneRight50, LaneLeft50, CombinedLeft50 and CombinedRight50) were performed in random order.

The vehicle’s velocity (sample rate: 10 Hz), acceleration in frontal and lateral directions (50 Hz), steering wheel angel and associated angular velocity (100 Hz), yaw rate and brake pedal activation state (50 Hz) were recorded from the CAN Bus using a Dewetron Dewe 5000 system.

For braking and combined maneuvers the brake pedal state, indicating the initial brake pedal contact, was used to define the start of the maneuver referred to as t=0. In the lane change maneuvers a threshold value for the steering wheel angle of 20° was defined. At the time instance, where the threshold value was reached, the steering wheel angular velocity was used to extrapolate to the neutral steering wheel position. The corresponding time instance was defined as t=0 (see also [15]).

B. Subjects

Results from 6 female (mass: 63.0±10.4 kg, height: 169.0±4.1 cm, age: 31.5±9.3 y) and 19 male (mass: 77.8±8.4 kg, height: 178.2±5.0 cm, age: 28.2±3.8 y) subjects are presented in the study. All subjects gave written informed consent after written and verbal explanation of the test procedure. No specifics about the driving maneuvers were given other than that only maneuvers that can be encountered in normal driving were done. The subjects held a valid driving license for the operation of a passenger vehicle. Subjects were instructed to relax and sit in a comfortable passenger position. The test procedure was reviewed and approved by the ethics committee at the Medical University of Graz. Some trials had to be excluded due to bad data quality. Therefore the anthropometric properties for the subset of valid trials per maneuver are presented in Table 1.

TABLE I PARAMETERS OF THE MANEUVER AND SUBJECT PROPERTIES

maneu

ver

velocity

[km/h]

#subjects

#male

#fem

ale

height [cm]

mean

±std.dev.

weight [kg]

mean

±std.dev.

Brake12_01 12 25 19 6 176.0±6.1 74.7±10.8 Brake12_02 12 25 19 6 176.0±6.1 74.7±10.8 Brake50_01 50 23 17 6 175.7±6.4 73.9±10.4 LaneLeft50 50 21 16 5 175.8±6.3 73.7±11.5

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75.7±6.1 75.9±7.1 77.3±5.8

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vement to t

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was tic ork rial he on ns, on

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b).

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From the

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with position

For each onstance the misplayed agaorresponds tmedian and sata.

g. 2: Setup o

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of the four median, 0.16ainst time. Tto a width opecific quan

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were then d

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Fig. 1c). Here

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Torsox|y|z (Fig

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(b)

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s to rotation

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were derivey in considehe data lie wderlying normnformation a

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configuratio

denoted He

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(c)

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system was

b) and (c).

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was

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bar

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me nd ch ng he

n

- 786 -


br

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A

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m

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For furthe

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In the descf emergencyurves is givenmaximum excelated to eac

. Emergen

Emergencyo as Brake12cceleration a

g. 3: Corrid

maneuvers ar

rtifacts in the

wheels, as the

The full set

g. 18). The duantities areccupant movollows that pmaneuvers. Inphase with cualitatively srake50_01 lerake50_01 apper corrido

g. 4: Corrido

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he maneuverne change anendix, whilering emergefinally inter‐

aneuvers we12_02 and Bd.

ocity vx (lef

against time

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acceleration

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for the rem

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re performeBrake50_01

t) and front

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s of rx andmaining man

mum initial ere excursionVA).

III. RESULTS

wing approacd maneuverots are discug, lane chanubject variab

d twice at a in the rema

tal accelera

es are record

urring at arou

ow such beh

for emergenaneuvers occonly the dispn phases, a foe lasts until award movemund t=1.5 s. rso movemeead and torsof the movems.

me history in

ry within teuvers was

xcursion, whns in maneu

S

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velocity of 1ainder of thi

tion ax (righ

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und t=0.5 s, w

avior.

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ment lasts untIn the initialnt was obseo. Median vaent, while Br

frontal direc

the interval

used. For m

hile in the muvers to the

. First vehiclented separatemain part ofmbined maneessed.

12 km/h and s work). In

ht) for the

AN‐bus data.

which are lik

rs is collectegittal plane afrontal direcement phases in the Braktil around t=0 forward morved, but thealues of bothrake12_01 le

ction rx of t

0 t ≤ 0.6 maneuvers to

maneuvers tleft and rig

e and occupely. A full sef the paper. Teuvers are

once at 50 kFig. 3 veloci

three emer

Note that t

kely due to a

ed in the appand the assoction is presee and rebounke12_01 and0.4 s and waovement phae magnitudeh, Brake12_0ead to larger

torso (left) an

s for 12 km

o the right t

to the left tght these pe

ant kinematet of kinemaThereafter tdiscussed a

km/h (referrity and front

gency braki

here are som

a locking of t

endix (Fig. 1ociated ented. The nd phase thad Brake12_02as followed base a es differ. 02 and r median and

nd head (righ

m/h

he

he eak

ics tic he nd

ed tal

ng

me

he

5‐

at 2 by

d

ht)

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(max

an

orpushup

Fi

z

gi

exthmph

Although tmedian), peaxis, but rotat

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rientation T

ure rotationhows furtherpper leg of t

g. 5: Corrido

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The orient

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xcursion of the same axis median differhase of the m

there was naking at aroutions with a

gment orientTorso

z was ob of the torsr excursion the three‐poi

ors of the to

or three eme

ation of the sult from var

he torso segand also theences of 2°, maneuver) th

egligible lateund t=0.45 smagnitude

tation aroun

served in alo, while thethan the righint belt

orso segment

ergency brak

torso segmeious rotation

gment aroune difference Brake12_01 his indicates

eral motion . No such paof 4° in both

nd the z‐axis

l three manee head keptht shoulder,

t orientation

king maneuv

ent, which wns along the

d the y‐axis (thereof is diand Brake50an effective

the torso sattern can bh directions

s Torsoz and euvers for tits orientatiwhich was c

n around the

vers.

as determinspine. In Fig

(Torsoy) is co

splayed. Sinc0_01: 4° in te flection in t

howed a roe observed occurred in

Headz are dhe forward ion. The rotconsistent w

e z‐axis zTors

ed from mar. 6 the angle

ompared to tce Torso

y is lahe initial forthe lumbar s

tation arounin the head this phase.

displayed. A

and backwaation was suith the subje

o (left and th

rkers on the that corresp

the orientatioarger than ‐ward movempine area.

nd the z‐axisrotation aroIn Fig. 5 cor

significant t

rd movemeuch that theect being he

he orientatio

thorax and sponds to the

on of the segTorso

y (Brake1ment and the

s of up to 1ound the samridors of tor

torso segme

nt indicatinge left shouldeld back by t

on of the he

shoulder e forward

gment aroun12_02: peak e plateau

12° me rso

ent

g a der he

ad

nd

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Fi

(le

m

B.

reacw

Fi

th

acanFiaranthshinto

g. 6: Corrido

eft, lighter l

maneuvers.

. Lane chan

Lane chaneferred to acceleration awhich was als

g. 7: Corrido

and lateral

here is a time

As in the p

cceleration vnd head segmg. 23). In ordre inverted innd peak excuhe backwardhowed largernitial movemowards the d

ors of the to

ines and filli

nge

ge maneuves LaneLeft50are displayedo observed i

ors including

acceleration

e delay of ar

previous manvector, i.e. thments are dider to allow n Fig. 8. For tursion in the s movementr excursions ent of the sudoor. This res

rso centroid

ing) and the

ers were pe0 and LaneRd in Fig. 7. Ain [15]. Some

curves for t

n ay are disp

ound 130 ms

neuvers the mhe excursionssplayed in Fifor an easierthe torso seg initial sidewt there werein the initialubject was tosult is consis

angle yTors

e difference

rformed witRight50, respA time delay e additional

he median a

layed vs. tim

s between o

main contribs in the horizig. 8 while thr comparisongment both ward movemehowever so movement owards the ctent with a p

so (left, darke

between th

th an initial pectively. Coof around 1quantities a

as well as the

me for lane c

nset of the s

bution to thezontal plane he full kinemn between thmedian and ent. For bothome differencphase in thecenter of theprotective m

er lines and

e two angle

velocity of orridors for 130 ms betwre presented

e 0.16th and

change mane

steering whe

occupant mare dominan

matic results ahe maneuveupper limit h the lower cces betweene LaneRight5e vehicle, whovement to

filling), the s

es (right) for

50 km/h to the steeringeen the twod in Fig. 19.

0.84th quant

euvers to th

eel movemen

movement folnt, thereforeare collectedr displacemecurves showcorridor limitn the maneuv0 maneuverile in LaneLefavoid too clo

segment orie

three emer

the left andg wheel ango quantities

tile of steerin

he left and ri

nt and latera

llows the dire displacemed in the appeent values ofw similar chart in the initiavers. The her. In this maneft50 the subose proximit

entation yTo

rgency braki

d to the righgle and latewas observe

ng wheel ang

ght. Note th

al acceleratio

rection of theents of torso endix (Fig. 20f LaneLeft50racteristics al phase and ad segment neuver the bject moved ty to the B‐

orso

ng

ht, ral ed,

gle

hat

on.

e

0‐

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pire

Fi

fo

La

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Copeco

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illar. Compareveals that th

g. 8: Corrido

or lane chang

aneLeft50 ar

Analogousentroid x wWhile median

ccounted for

Fig. 9: Corrid

centroid angl

. Combined

Two combombinedLeftedal activatioomprehensiv

g. 10: Corrid

For these lane. The fulnd torso segnverse latera

Analogousmovement lasorso until t=cceleration a

ring the peakhere is no sig

ors for the ce

ge maneuver

e displayed.

ly to the emwere comparn values of 1

r by the torso

ors of the ce

e and the se

d maneuver

ined maneuvt50 were peron. The resuve collection

dors of fronta

maneuvers l set of occugment in latel excursions ly to Brake5sts from t=0=1.8 s. The and complet

k head excurgnificant diff

entroid displ

rs. Note that

mergency bred for the t12° for x w

o orientation

entroid angle

egment orien

vers with anrformed, whelting frontal in Fig. 24.

al and latera

more comppant kinemaeral and fronfor Combine50_01 the co0 to around rebound phte stop of th

rsion in the fference (F(1,4

acement tim

t for the sake

raking maneorso. In Fig. were observe

n x, which is

e for the tor

ntation aroun

initial velocere the driveand lateral a

l acceleratio

plex motionsatics was colntal directionedLeft50 are ombined mat=0.3 s and ase follows he vehicle. T

first phase of40)=2.668, P

me history in

e of better c

euvers the s9, x and thed in the fir

s consistent w

rso around t

nd the same

ity of 50 km/er initiated thacceleration

on ax and ay f

s were obselected in then are displayplotted for bneuvers canis followed thereafter

The lateral e

f the movemP=0.11).

lateral direc

omparison t

segment oriehe differencrst second o

with a sheer

he x‐axis xT

axis (right).

/h, referred the steering mcorridors ar

or combined

rved and cae appendix (Fyed in Fig. 1better compn be describeby an almosand coincidxcursion fol

ment in a one

ction ry of tohe inverse e

entation x ae of the twof the maneu

ing moveme

Torso (left) an

to as Combinmotion simue shown in F

d maneuvers

an no longerFig. 25‐ Fig. 21, where in arison. ed in three pst constant edes with a dlows the sam

e‐factor ANO

orso (left) an

excursions in

and rotationo quantities uver only 6°

ent in the tor

nd the differe

nedRight50 altaneously wFig. 10, again

s.

r be describ28) and excuthe latter fig

phases. The excursion ofdecreasing vme initial pa

VA however

nd head (righ

the maneuv

n of the torare displaye° thereof we

rso segment

ence betwee

and with the brakn with a more

bed in a singursions of hegure again t

initial forwaf the head avehicle frontattern, but t

r

ht)

ver

rso ed. ere

.

en

ke e

gle ad he

ard nd tal he

- 790 -


plcoreprexmw

Fi

se

co

D

stfrloobw

F

le

lateau‐like ponstant forwesponse curvrominent inxcursion ovemaneuver alswith (F(1,39)=

g. 11: Corrid

econd row)

omparison th

. Load case

In Fig. 12 mtated the moontal and latoad cases is rbserved in lo

with significan

Fig. 12: Maxi

ead to an init

phase only lward excursives a slight d the head er the plateao shows larg= 6.907, P=0.

dors for the

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he inverse la

e comparison

maximum heovement durteral directiorestricted to ocations comnt lateral com

mum excurs

tial moveme

asts until arion the subjdecrease of fsegment in u‐like phase ger lateral h01), howeve

centroid dis

o (left) and

teral excursi

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mpatible withmponents, si

sion r of heent to the rig

round t=1.0jects return forward excCombinedRis observed

head excursier.

placement t

head (right)

ions in the m

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ght.

s. Thereafteto a positioursion is obsRight50. In t. Similarly toons. Here a

ime history

) for combin

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projected toand lane chahe torso motthat in the otneuvers, i.e.at is observe

so during var

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in frontal (ned maneuv

mbinedLeft5

o the horizonnge maneuvtion in the Cother maneuv. predominaned in lane cha

rious maneu

al excursion ed by forwa

ween t=0.3 s ver also a sght50 maneuANOVA show

rx, first row)

ers. Note th

50 are display

ntal plane areers is predomombinedRighvers, the maxntly excursioange maneuv

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decreases, ard movemeand t=0.5 s, slight increauver the Comws a signific

) and lateral

hat for the s

yed.

e presentedminantly obsht50 and Comximum head on to the fronvers.

that maneuv

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direction (sake of bett

. As previousserved in thembinedLeft5excursion isnt, but also

vers to the le

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ry, ter

sly e 0 s

eft

- 791 -


E.

extolahem

BBB

LL

CC

Fi

fo

re

begr

wmvalim

. Compariso

In order toxcursions proorso forwardrger excursioead excursio

mentioned. A

Brake12_01 Brake12_02 Brake50_01

aneLeft50 aneRight50

CombinedLefCombinedRig

g. 13: Centro

or all seven t

egion betwee

Each subje

etween‐manroup mean a

Two limitinwas created bmaneuver numariation is dumiting case

on

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M rHead

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-20-17-15

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oid displacem

types of man

en the 25th a

ect was expneuver variaand standard

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fferent manhe transversein the regionontal maneumbinedLeft50able of result

MAXIMUM EXCdx [mm] rH

00 ±49 71 ±52 58 ±40 6 ±15

35 ±31 03 ±26 86 ±39

ment r for tneuvers. The

and the 75th p

posed to eability all absd deviation u

,

re also consz‐values by ch subject, ag different tyed by rando

euvers amone plane are dn between 8uvers, especi0 with respects can be fou

CURSIONS OF HHead

y [mm] 2 ±14

-6 ±18-15 ±23107 ±37

-123 ±7262 ±47

-105 ±62

the head (lef

error bars i

percentile w

ach maneuvesolute head sing

∆

sidered, one magnitude a case whereypes of subjomly resamp

ng each othedisplayed in F6 mm and 1ally Brake12ct to the Comund in Table

TABLE II EAD AND TORS

rHead [mm]200 ±48172 ±52161 ±40109 ±37146 ±30126 ±39145 ±52

ft) and torso

ndicate the

ith the centr

er. In orderand torso e

, ,

being a striand groupinge the within‐sects (e.g. slapling the z‐v

er the norm oFig. 13. All m12 mm. For t2_01, can be mbinedRight2.

SO IN VARIOUS

rTorsox [m

8 -1112 -880 -857 -70 139 -512 -33

o (right) segm

range of val

ral white line

r to discuss excursion va

,

ict correlatiog them to sesubject variaack and tensvalues and

of the maximmaneuvers shthe head moobserved. Th50 maneuve

MANEUVERS

mm] rTorsoy

±22 5±36 2±17 -2

±9 104±14 -10±15 8±20 -7

ment project

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mum head anhow comparaovement a tehe significaner has also al

y [mm] rTo

5 ±14 2 ±14

-2 ±15 4 ±22 3 ±22 9 ±22 9 ±37

ted to the tra

set, the box

e median va

en‐subject vscaled by th

(1)

ion to the spropriate sizeimized and tst populatioping them t

nd torso able mean endency of ntly smaller ready been

rso [mm] 112 ±23

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105 ±22105 ±22104 ±21

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ansverse pla

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he

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- 792 -


apop

acbe

Fi

Fi

w

w

chre

10(trestla

beThmvamsuchdu

pescrenediocstspthth

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g. 14: Resca

g. 13) across

within‐subject

within‐subject

Compared hanged only esults to resuFor lane ch

04±22 mm (orso) and ‐1elaxed and btudy were noteral supporTo the aut

een reportedherefore, bomaneuvers waried considmovement is upport of thehanges over ue to belt anThere are

erformed in cenario. The elatively shoeeds to be ifferent subjccupant motternum are upinal kinemahis area wouhere are no

size. For thehis corresponting cases totheir group mtwo limiting

led values of

s all maneuv

t mean of a

t mean value

to the resulslightly dueults in [7] andhange manetorso) and 123±72 mm (braced subjeot instructedrt structures thors’ knowld yet, therefoth the heawere observeerably morerestricted bye seat in the the course ond seat, still lvarious limita productiomissing winrt time add treduced to jects and mtion. E.g. foused, which atics, especiauld be occludmarker traj

latter case nds to a situogether with median valuecases, indica

f the torso (r

vers sorted b

strict order

es of a rando

lts for the bre to inclusiond [12] are givuvers results107±37 mm head) in Lanects were red to brace, thof the modiedge no detfore only a cod and torsoed. In contrae in the comy the upper lane changeof the maneuarge inter‐sutations assocn vehicle drdshield, addto this. In tha few key

maneuvers amr characterizconsequentlally in the lumded by bodyjectories ava

a corridor fation where the actual z‐e. For both caating a possib

right) and he

by the subjec

ing of subjec

om sample o

IV

raking maneun of a larger ven here, bus changed co(head) for t

neRight50. Inported for lahe comparabfied seat. tailed kinemomparison to maximum st the assoc

mbined manepart of the

e cases. Also uver, which ubject variabciated with tiving in a traed cameras,he analysis daquantities tmong each zing the torsly does not ambar area, cay and seat aailable in th

for the mea no clear ord‐values are dases the obsble distinctio

ead (left) exc

ct median. Fo

ct excursion

of rescaled ex

V. DISCUSSIO

uvers in [13]set of test s

ut the readeronsiderably bthe excursion [9] lateral hateral peak bly small lat

matic results o braking anexcursions

ciated directeuvers. Bothtree‐point bfor the comcould explaibility of over the test setuaffic‐like env, modified seata a large ato characterother, whicso motion 1allow to addan only be innd would prhe lumbar sp

an values wadering of subdisplayed in Fserved distribon of respon

ursion (boxe

or the sake o

is displayed

xcursion valu

ON

] the averagesubjects. Ther is referred tby including on were obsehead excursioaccelerationeral head an

for combinend lane chanvalues comion of the ph observatiobelt in brakinbined cases,n the second200% in all mup as well asvironment theat and interamount of kirize complexh may obsc12 markers idress bendingnferred fromrobably be dpine and pa

as computedbject types is Fig. 14, wherbution of resse types.

es; for a desc

of compariso

d in black. A

ues is display

e maximum erefore no dto the discusa larger numerved in Lanons of 171±5ns of 5 m∙s‐2.nd torso excu

ed lateral ange maneuve

mparable to eak excursions are not sng and comb, the effectivd observatiomaneuvers ws the analysishe subjects wrior and the nematic datx human moure some mncluding mag of the thoradjacent ma

damaged durrts of the p

d from seve possible. re all subgrouscaled excurs

cription refer

on the limitin

corridor of

yed in gray.

head and todetailed comssion in [13] mber of subjneLeft50 and58 mm and 1. Although sursions may

nd frontal maers is possiblebraking andon in the trasurprising, sbined cases ave direction oon. Despite thwas detecteds. Although twere still in anumber of mta from numovement anmore subtle arkers on C7racical spinearkers, becaring the mapelvis area t

ral resampli

ups are sortesions lie

r to

ng case for t

the estimat

orso excursiomparison of tinstead. ects. Values d ‐103±22 m121±46 mm fubjects in thbe due to t

aneuvers hae at this stagd lane chanansverse plaince the torand the lateof acceleratiohe constraind. the tests wean explicit temaneuvers inerous marked to compadetails in t7, T1, T10 ae. Also detailuse markersneuvers. Sinthe occupan

ng

ed

he

ed

ons he

of mm for his he

ve ge. ge ne rso ral on ts,

ere est n a ers are he nd ed in ce ts’

- 793 -


motion on the seat surface could not be measured. Therefore also a qualitative comparison between the original seat and the seat used in this study is not possible, which is a further limitation of the study. However from video recordings no major sliding motions were identified. Female and male subjects were tested with a large range of different anthropometric properties. Nevertheless no analysis concerning these influence factors is presented here, which remains work to be done.

The results presented in the study will provide a basis for the kinematic validation of active human body models. With the corridors provided e.g. the range of excursions that such models need to be able to simulate can be determined. Also “average”, “slack” and “tense” response types could be identified. For very detailed implementation of muscle activity and posture control as well as simulation of internal forces additional measures such as muscle activity measurements and forces exerted on belt, seat and steering wheel could be beneficial.

V. CONCLUSIONS

In this study a detailed analysis of occupant kinematics with up to 25 subjects under emergency braking, lane change and combined maneuvers is presented. Detailed vehicle and occupant kinematic corridors are also presented. Largely consistent excursion magnitudes over all maneuvers were recorded with an inter‐subject variability of above 200% for every maneuver. Torso rotation due to the asymmetry of the tree‐point belt were addressed in detail for emergency breaking maneuvers and left‐right asymmetries in lateral excursions were addressed in the remaining maneuvers. Also a sheering motion in the torso for brake and lane change maneuvers was identified.

Results from all load‐cases were combined and consistent excursion values for the torso were found across all maneuvers. Head excursions showed larger variations with the initial braking maneuver leading to the largest values and the lane change maneuver to the left, to the smallest values.

VI. ACKNOWLEDGEMENT

VIRTUAL VEHICLE Research Center is funded within the COMET – Competence Centers for Excellent Technologies – programme by the Austrian Federal Ministry for Transport, Innovation and Technology (BMVIT), the Federal Ministry of Science, Research and Economy (BMWFW), the Austrian Research Promotion Agency (FFG), the province of Styria and the Styrian Business Promotion Agency (SFG). The COMET programme is administrated by FFG.

We would, furthermore, like to express our thanks to our supporting industrial and scientific project partners, in alphabetical order: Daimler AG (DI Christian Mayer), Partnership for Dummy Technology and Biomechanics (Dr. Norbert Praxl), Volkswagen AG (DI Jens Weber, DI Emrah Yigit), Graz University of Technology, Vehicle Safety Institute, Austria.

VII. REFERENCES

[1] E. Commission, "Towards a European road safety area: policy orientations on road safety 2011‐2020".

[2] "Vision Zero Initiative," [Online]. Available: http://www.visionzeroinitiative.com/.

[3] S. Ejima, K. Ono, S. Holcombe, K. Kaneoka and M. Fukushima, "A study on occupant kinematics behaviour and muscle activities during preimpact braking based on volunteer tests," in International IRCOBI Conference on the Biomechanics of Impact, Maastricht, The Netherlands, 2007.

[4] S. Ejima, Y. Zama, F. Satou, S. Holcombe, K. Ono, K. Kaneoka and I. Shiina, "Prediction of the Physical Motion of the Human Body based on Muscle Activity during Pre‐Impact Braking," in International IRCOBI Conference on the Biomechanics of Impact, Bern, Switzerland, 2008.

[5] S. Ejima, D. Ito, F. Satou, K. Mikami, K. Ono, K. Kaneoka and I. Shiina, "Effects of Pre‐impact Swerving/Steering on Physical Motion of the Volunteer in the Low‐Speed Side‐impact Sled Test," in International IRCOBI Conference on the Biomechanics of Impact, Dublin, Ireland, 2012.

[6] D. Ito, S. Ejima, S. Kitajima, R. Katoh, H. Ito, M. Sakane, T. Nishino, K. Nakayama, T. Ato and T. Kimura, "Occupant Kinematic Behavior and Effects of a Motorized Seatbelt on Occupant Restraint of Human Volunteers during Low Speed Frontal Impact: Mini‐sled Tests with Mass Production Car Seat," in International IRCOBI Conference on the Biomechanics of Impact, Götheborg, Sweden, 2013.

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[7] S. M. Beeman, A. R. Kemper, M. L. Madigan, C. T. Franck and S. C. Loftus, "Occupant kinematics in low‐speed frontal sled tests: Human volunteers, Hybrid III ATD, and PMHS.," Accid Anal Prev, vol. 47, pp. 128‐139, Jul 2012.

[8] A. R. Kemper, S. Beeman and S. M. Duma, "Effects of Pre‐Impact Bracing on Chest Compression of Human Occupants in Low‐Speed Frontal Sled Tests," in 22th International Technical Conference on the Enhanced Safety of Vehicles (ESV), Washington DC, USA, 2011.

[9] L. v. Rooij, H. Elrofai, M. M. G. M. Philippens and H. A. M. Daanen, "Volunteer kinematics and reaction in lateral emergency maneuver tests.," Stapp Car Crash J, vol. 57, pp. 313‐342, Nov 2013.

[10] S. Carlsson and J. Davidsson, "Volunteer occupant kinematics during driver initiated and autonomous braking when driving in real traffic environments," in International IRCOBI Conference on the Biomechanics of Impact, Krakow, Poland, 2011.

[11] J. Östh, J. M. Olafsdóttir, J. Davidsson and K. Brolin, "Driver kinematic and muscle responses in braking events with standard and reversible pre‐tensioned restraints: validation data for human models.," Stapp Car Crash J, vol. 57, pp. 1‐41, Nov 2013.

[12] J. M. Ólafsdóttir, J. K. H. Östh, J. Davidsson and K. B. Brolin, "Passenger Kinematics and Muscle Responses in Autonomous Braking Events with Standard and Reversible Pre‐tensioned Restraints," in International IRCOBI Conference on the Biomechanics of Impact, Götheborg, Sweden, 2013.

[13] S. Kirschbichler, P. Huber, A. Prüggler, T. Steidl, W. Sinz, C. Mayer and G. A. D`Addetta, "Factors influencing occupant kinematics during braking and lane change maneuvers in a passenger vehicle," in International IRCOBI Conference on the Biomechanics of Impact, Berlin, Germany, 2014.

[14] P. Huber, S. Kirschbichler, Prüggler A. and T. Steidl, "Three‐dimensional occupant kinematics during frontal, lateral and combined emergency maneuvers," in International IRCOBI Conference on the Biomechanics of Impact, Berlin, Germany, 2014.

[15] P. Huber, M. Christova, G. A. D’Addetta, E. Gallasch, S. Kirschbichler, C. Mayer, A. Prüggler, A. Rieser, W. Sinz and D. Wallner, "Muscle activation onset latencies and amplitudes during lane change in a full vehicle test," in Proceedings of the IRCOBI Conference, Götheborg, Sweden,2013.

[16] P. Huber, C. Cagran and W. Müller, "An algorithm to correct for camera vibrations in optical motion tracking systems.," J Biomech, vol. 44, no. 11, pp. 2172‐2176.

- 795 -


A

Fi

br

Fi

em

. Occupant

g. 15: Corrid

raking mane

g. 16: Corrid

mergency br

response Br

dors for the c

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dors for the

raking maneu

rake12_01, B

centroid loca

centroid di

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V

Brake12_02

ation r time h

splacement

VIII. APPEND

and Brake50

history of th

r time hist

DIX

0_01

e torso (left)

tory of the

) and head (r

torso (left) a

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and head (r

ree emergen

ight) for thr

ncy

ee

- 796 -


Fi

em

Fi

br

g. 17: Corri

mergency br

g. 18: Corrid

raking mane

dors for the

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dors for the

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history of the

ory of the to

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ree emergen

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ncy

- 797 -


B.

Fi

(la

C.

Fi

m

. Vehicle Kin

g. 19: Corrid

ast row) for

. Occupant

g. 20: Corrid

maneuvers.

inematics La

dors of latera

lane change

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dors for the

aneLeft50 an

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centroid lo

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on ay and ve

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cation r tim

t50

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e history of

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steering whe

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ad (right) fo

and yaw rate

or lane chan

e

ge

- 798 -


Fi

ch

Fi

m

g. 21: Corrid

hange maneu

g. 22: Corrid

maneuvers.

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of the torso

torso (left)

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and head (

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right) for la

or lane chan

ne

ge

- 799 -


Fi

m

D

Fi

w

g. 23: Corrid

maneuvers.

. Vehicle Ki

g. 24: Corrid

wheel angle

dors for the

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dors of front

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ombinedLeft

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al accelerati

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50

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or lane chan

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- 800 -


E.

Fi

Fi

m

. Occupant

g. 25: Corrid

g. 26: Corrid

maneuvers.

response Co

ors for the ce

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ombinedLeft5

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tion r time hi

placement

binedRight5

story of tors

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50

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ry of the tor

head (right) fo

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) for combin

.

ed

- 801 -


Fi

m

Fi

m

g. 27: Corrid

maneuvers.

g. 28: Corri

maneuvers.

dors for the

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e centroid a

ientation t

angle tim

time history

me history of

y of the torso

f the torso

o (left) and

(left) and h

head (right)

head (right)

for combin

for combin

ed

ed

- 802 -


passenger kinematics in braking, lane change and oblique driving

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