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砧往秦
7 years ago
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3 車力年車降車料車數年度年例例了率了車例車車了車車車率車來率都易力力來車車益年車不度度力立 1. 車落力車 2. 車 (C3 ~C7) 車 3. 車易 4. 車易不了車來車車力更度

4 Key words: Spinal injury, Air jacket, Motorcycle crash simulation, Finite element analysis, Biomechanics Since the enforced regulation executed in Taiwan on June 1 St of 1997, the death rate due to the head trauma resulted from car accident has dropped dramatically. However, in contrast to the 23 % decrease rate of head trauma cause the death rate resulted from chest or spine was increased by 22%. The statistic analysis shows that the thorax, spine, as well as knee and tibia are the most frequent injure segments. Most of body protect devices are focused on either head such as helmet, or four limbs such as arm or knee guard. However, except head those limb injuries rarely result in traumatic death. The idea of using air jacket for motorist body protection has been invented for recent years. But no biomechanical support the effect of protection. Spine is the most organ to be injured but few study to investigate the spinal column injury of motorcyclist when impact. The purpose of this study is to combine the dynamic mode analysis, biomechanics impact test, and finite element analysis to evaluate the mechanism of body injury and further to develop an effective protective device-air jacket. The study is proposed for three years 1) the first year using ADMAS system to evaluate the impact of motorcycle in crash, the biomechanical evaluation of kinematics and kinetics of motorcyclist when crash. The conclusions of present study are 1. The head-on, Lateral and Rear end collision resulted in serious injury on the head at time of impact occurrence, while dropped to the floor back and sacrum were in fatal injury. 2. All collision resulted in fatal damage on lower cervical spine segments (C3 to C7). Among that, the lateral impact was more profound and had serious injury over the back. 3. The extremities were suffered impact fractures in all the collision cases; therefore, additional protection is needed to prevent limbs from bone fracture. 4. The body segments of head, chest, spine and back are all exposed in dangerous especial after cullied with floor, therefore, the prevention device should cover as much as body surfaces as possible. The cervical spine needs external protect to eliminate the external torsion and whiplash effect and results in cervical spine rupture.

However, in contrast to the 23 % decrease rate of head trauma cause the death rate resulted from chest or spine was increased by 22%.

5 車便車不省車率率車數車 70% 車車車度車行暴露車率車度車來車車兩車行來 1. ( Head-On Collision): 車不行車 180 度 135 度 2.( Lateral Collision ): 兩車行車度 45 度 135 度 3. ( Side-Swipe Collision ): 兩車行度 45 度 0 度 4.(Rear-End Collision): 兩車行行車度 0 度 2 力來車車益年車不度度力立年力不車益年力力益年年度車車力來車了了車力兩車易車度度力益列 1. HIC 列

6 HIC t = a ( t ) dt max t 2 ( t 1 t 2 ) t 1 t 2 t1-t2 36 HIC 力 6003N 8288N 度 4 3. Myers 5 力 17.2 ± 5.1 Nm Panjabi 6 -Compression 力 kNKupferschmid 7 車車車 Robertson 8 O Connor 9 車車車率 54.8 % 54.5 % 車 Nieboer 10 利車來車利 MADYMO 來來 Jarra 11 料料 ( 1) 利度數車不度 McGuan 13 立 Hybrid III ADAMS 來車車了行 Wang. Sakurai 14 MADYMO3D 來車車車車車車度車力 Hybrid III50% 立 LifemodHybrid III50% 量 1 1: 量量 Kg 量 Kg

5 % 車 Nieboer 10 利車來車利 MADYMO 來來 Jarra 11 料料 ( 1) 利度 12 15 數車不度 McGuan 13 立 Hybrid III ADAMS 來車車了行 Wang.

7 料 jarrah 料 7 利 LifeMod50%Hybrid III 度 1.28 度 18km/hr1 落滑數 0.1 度料參數 1: 2 Hybrid III 90 度度量 23.4 度 1.28 (18KM/hr 度力度數力沈量車車 ADAMS 立車車車量 100 車量 1200 車 2 度 2 車力量度

8 車車度車度 km/hr 車度 km/hr : 車車 ADAMS 論 ADAMS 度 3 度量數 10 不率肋 10 不率 LifeMod Solid 率料行 3 度車車車車易易

9 利力量 () 車度 3 : Resultant impact force on each body segment 車度車度度力量力量力量易了力量易肋落了力量了車力離車易車車車力力落力連連度力 -Extension torsion Lateral bending 度力 Whiplash HyperExtension Hyperflexion 力 4. 車落, 力 15874N( t=0.9, t=1.05 second)

力連連度力 -Extension torsion Lateral bending 度力 Whiplash

10 5. 落, 力 10003N( t=0.75, t=1.05 second) 6. 落力 11320N, 力 9391N( t=1.92, t=2.12 second) 4: Maximum angle and torque of upper neck during impact Sagittal Transverse Frontal Max. data Angle Torsion Angle Torsion Angle Torsion Head on 32 18Nm 12 19Nm 16 19Nm Extension Extension Lateral 27 30Nm 27 21Nm 41 56Nm Side-swipe Nm 6 10 Nm Nm Rear end Nm 9 16 Nm 16 22Nm

11 5: Maximum angle and torque of lower neck during impact Sagittal Transverse Frontal Max Angle Torsion Angle Torsion Angle Torsion Head on 34 Extensio Lateral n 27 Side-swipe 48 Rear end 71 62Nm 28 73Nm 45 26Nm Extensi on Nm 120Nm 71 47Nm 57 Nm Nm Nm 57 Nm Nm Nm 5 力量力車力力車力 Whiplash 力 57Nm 度力力車易 (10033N)(11320N) 力量車車力量神見更車車度不度不車車不力量論 1. 車落力車 2. 車 (C3 ~C7) 車 3. 車易 4. 車易不 5. 了車來車

on 20 155Nm 120Nm 71 47Nm 57 Nm 21 36 Nm 42 22 Nm 57 Nm 33 59 Nm 44 32 Nm 5 力量力車力力車力 Whiplash 力 57Nm 度力

12 車力更度 6. 不易復車年車了車更不易復車參年車行, 車論 pp 車. 立論 3. FMVSS 208Federal Motor Vehicle Safety Standards(1990).Side Impact Protection. Federal Register, Docket No.88 C6,Notice8, RIN 2127-AB86, Vol55, No.210, Oct.30, pp ,. 4. Patrick L. M.,. Mertz H. J, and Kroell C. K., ( 1969). Cadaver Knee, Chest and Head Impact Loads, Proc. 11 th Stapp Car Crash Conf., Society of Automotive Engineers, New York, SAE ,. 5. Myers B.S., McElhaney J.H., Doherty B.J., Paver J.G., Gray L., (1991). The role of torsion in cervical spinal injury. Spine Vol16, No.8, pp ,. 6. Panjabi M. M.,(1995) CERVICAL SPINE PROTECTION REPORT, Prepared for NOCSAE 7. Kupferschmid, J. P., Weaver, M. L., Raves, J. J., Diamond, D. L., (1989). Thoracic spine injuries in victims of motorcycle accidents. Journal of Trauma-Injury Infection & Critical Care. Vol.29, No.5, pp Robertson, A., Giannoudis, P. V., Branfoot, T., Barlow, I., Matthews, S. J., Smith R. M., (2002). Spinal injuries in motorcycle crashes: patterns and outcomes. Journal of Trauma-Injury Infection & Critical Care. Vol53, No.1, pp O Connor P.,(2002). Incidence and patterns of spinal cord injury in Australia, Accident Analysis and Prevention.Vol. 34, pp Nieboer J.J., Goudswaard A.P., Wismans J.,1991. Computer Simulation of Motorcycle Airbag Systems, TNO Crash-Safety Research Centre Delft, Nov Jarrah M., Qassem W., Othman M., and Gdeisat M.,1997. Human body model response to mechanical impulse, Med. Eng. Phys, Vol. 19, No. 4, pp Haung S.C.,1998. Analysis of human body dynamics in simulated rear-end impacts, Human movement Science, Vol. 17, pp

11 th Stapp Car Crash Conf., Society of Automotive Engineers, New York, SAE 670913,. 5. Myers B.S., McElhaney J.H., Doherty B.J., Paver J.G., Gray L., (1991).

13 13. McGuan S. P., 1993.Active Human Surrogate Control of a Motorcycle : Stabilizing and De-Stabilizing, SAE ,. 14. Wang Y. Q. and Sakurai M., 1999.Development and Verification of a Computer Simulation Model of Motorcycle-to-Vehicle Collisions, SAE 立諒 1998 車 Vol. 18, No.4, p 立諒 2000 車力 Vol. 20, No.3, p

930226,. 14. Wang Y. Q. and Sakurai M., 1999.

Microsoft PowerPoint _Safety_CAERI.ppt [互換モード]

Microsoft PowerPoint _Safety_CAERI.ppt [互換モード] New Crash Test Facility in CAERI Vehicle Safety Technology Research Center 2013.11 1 A B About Us 关于我们 Research 相关研究 History Vehicle Safety Technology Research Center 2003 Vehicle safety test division