Recent Model Year Research Articles

Female crash fatality risk relative to males for similar physical impacts

Objective This paper estimates the latest trends regarding the effect of sex on driver-side or right-front passenger-side occupant fatalities in fatal crashes. The focus is on how recent model year (MY) light vehicles with advanced occupant protection technologies compare to older vehicles without these protections in terms of female fatality risk relative to males. Methods Data from the Fatality Analysis Reporting System (FARS) from 1975 to 2019 is used to calculate estimates of female fatality risk relative to males using logistic regression models and the double-pair comparison method. These estimates are calculated in various groups of MY vehicles and occupant protection systems. Occupant protection systems observed are the use of seat belts, and the availability of dual air bags, pretensioners and load limiters in the vehicles. All vehicles used include occupants age 16 to 96. Occupants studied include front-row occupants (drivers and right-front (RF) passengers). The average between drivers and RF passengers is also calculated. Results Incremental female fatality risk estimates versus males are reduced in newer MY vehicles. Incremental relative risks for female front-row occupants (average of drivers and right-front passengers) are found to be 19.9% (± 1.3) in fatal crashes in MY 1960–1999 vehicles, and 9.4% (± 2.2) percent in MY 2000–2020 vehicles. The difference in fatality risk between females and males is further reduced when looking at MY 2010–2020 vehicles (6.3 ± 5.4%) compared to MY 1960–2009 vehicles (18.3 ± 1.2%). Incremental fatality risk estimates also decrease in vehicles with newer generations of occupant protection systems regardless of MY. When occupants are belted in vehicles with the latest generation of modern occupant protection systems (dual air bags, seat belt pretensioners and load limiters), the estimated female fatality risk relative to males (average of drivers and right-front passengers) becomes 5.8% (± 3.8), which is lower than for belted occupants in vehicles without those occupant protections. Conclusions The disparity in fatality risk between males and females for the same physical impacts is reduced for later MY vehicles, as well as vehicles with more advanced occupant protection systems.

Head excursions of rearward-facing child restraint systems in rear impacts

Objective The aim of the current study was to quantify the head excursions of pediatric anthropomorphic test devices (ATDs) seated in rearward-facing child restraint system (CRS) models during rear impact sled tests and compare to roof heights of vehicles in the current fleet to assess the possibility of head contact against the vehicle roof. Methods Head excursions of ATDs seated in rearward-facing CRS models were analyzed from high-speed video data from 14 rear impact sled tests across two different series. Tests were conducted in rigidized vehicle seats from recent model year vehicles. Rearward-facing infant and convertible CRS models were tested with a variety of pediatric ATDs aged 12 months to 6 years in a variety of installation conditions (e.g., lower anchors or seat belt, anti-rotation features, etc). Maximum ATD head excursions in plane of the seatback were compared to previously measured roof heights of 87 different vehicles. Results The roof heights in all sedan seating positions (n = 58) and SUV/CUV/minivan seating positions (n = 60) were greater than the largest maximum ATD head excursions in plane of the seatback (792 mm). Head contact was possible in two of the pickup trucks which had roof heights of 730 and 775 mm. In all, 98% of vehicle seating positions measured in this study would accommodate all of the maximum ATD head excursions in plane of the seatback without contact. Conclusions The risk of head contact against the vehicle interior roof appears low as maximum ATD head excursions in plane of the seatback were typically not great enough to reach the rooflines of the vehicles in the sample. Head contact appears possible in pickup trucks, where the window/roofline is directly behind the head restraint.

Quantitative characterization of AEB pulses across the modern fleet

Objective Characteristics of specific Automatic Emergency Braking (AEB) pulses can result in increased motion of the occupant, which can lead to the occupant being out-of-position such that when a crash occurs protection may be compromised. Quantifying these variations across the modern fleet is crucial to understand the loading environment to which vehicle occupants are exposed. Therefore, we categorized the AEB pulses based on acceleration pulse features such as deceleration magnitude, jerk, and ramp time. Methods A total of 2278 AEB vehicle tests (years 2013–2019) were extracted from the Insurance Institute for Highway Safety (IIHS) database and analyzed. The following pulse characteristics were extracted: Jerk (g/s), Ramp-time (s), and Maximum deceleration (g). A subset of tests in which the tested vehicle did not contact the foam target (n = 1665) was analyzed further, with the following additional variables extracted: Deceleration time (s), Steady-state deceleration (g), and Duration (s). Other non-pulse related features were also considered: Test speed (20 and 40 km/h), Curb weight (Kg), and Vehicle Model Year. Using machine learning methods, the pulses were categorized into clusters. One-way ANOVAs for continuous variables and X2 for categorical features were used to assess differences between clusters (p ≤ 0.05). Results Using the entirety of the AEB vehicle tests extracted (n = 2278), a total of 3 clusters were selected. The three clusters showed significantly different Jerk, Ramp-time, and Maximum deceleration (p < 0.001). Target contact decreased in AEB tests with more recent vehicle model years (rate of contact 66% in 2014 vs 1.7% in 2019). In one cluster, Jerk and Maximum deceleration increased with vehicle model year. Using the subset of tests in which there was no contact with the foam target (n = 1665), 4 categories of pulses were selected. In both sets of clusters, Ramp-time and Jerk showed moderate inverse correlation (r = –0.7), while all other features showed a low correlation. Conclusions These results show that AEB technology improved over the years in obstacle avoidance. The identification of AEB pulse clusters is important in order to describe distinct approaches to achieving AEB and to be able to reproduce representative AEB pulses in the laboratory and understand the influences of those pulses on occupants’ motion.

The Roles of Vehicle Seat Cushion Stiffness and Length in Child Restraint System (CRS) Performance

&lt;div class="section abstract"&gt;&lt;div class="htmlview paragraph"&gt;The objective is to determine whether responses and injury risks for pediatric occupants in child restraint systems (CRS) are affected by vehicle seat cushion stiffness and fore/aft cushion length. Eighteen sled tests were conducted using the Federal Motor Vehicles Safety Standard (FMVSS) 213 frontal pulse (48 km/h). Seats from a recent model year vehicle were customized by the manufacturer with three different levels of cushion stiffness: compliant, mid-range, and stiff. Each stiffness level was quantified using ASTM D 3574-08 and all were within the realistic range of modern production seats. The usable length of each seat cushion was manipulated using foam spacers provided by the manufacturer. Two different seat lengths were examined: short (34.0 cm) and long (43.5 cm). Three different types of CRS were tested with size-appropriate anthropomorphic test devices (ATDs): rear-facing (RF) CRS with 12-month-old CRABI, forward-facing (FF) CRS with Hybrid III 3-year-old, and high-back booster with Hybrid III 6-year-old. Each CRS, vehicle seat (including cushion and frame), seat belt webbing and buckle were replaced after every test. ATD kinematic and kinetic data were compared across seat cushion lengths and cushion stiffness levels to determine which seat configurations were the most beneficial for each type of CRS. For RF CRS, short vehicle seats allowed more y-axis rotation (SAE J211) but reduced several injury metrics including HIC36. For FF CRS, long and short seats resulted in similar injury metrics across matched conditions. For boosters, short seats increased chest resultant acceleration but did not have a noticeable effect on other injury metrics. The range of cushion stiffness examined in this study did not have a consistent or relevant effect on any of the CRS or occupant responses.&lt;/div&gt;&lt;/div&gt;

Evaluating the influence of knee airbags on lower limb and whole-body injury

Objective: Knee airbags (KABs) have become increasingly common in the vehicle fleet. Previous studies (Weaver et al., 2013, Patel et al. 2013) showed indications that KABs may be protective for some lower extremity injuries and associated with increased risk for others. Since KABs have become significantly more common in recent model year vehicles, we revisited these findings using the most recent available data.Methods: We compared injury rates below the knee, from the knee to the hip, and above the hip in years 2000-2015 of the National Automotive Sampling System, Crashworthiness Data System (NASS-CDS) and the Crash Injury Research and Engineering Network (CIREN). Injury rates were compared with matched analyses and with Bayesian multiple logistic regression.Results: Both analyses showed that KAB to have an Odds Ratio of approximately 0.6 for knee to hip injuries, with the Bayesian model strongly significant and the matched model borderline insignificant. In the Bayesian model, KAB was borderline significant for a decrease in above the waist injuries, while the matched model pointed toward a protective effect but was not significant. Both models pointed toward an increased risk of below knee injuries, but neither was statistically significant.Conclusions: Knee airbags may be protective for knee to hip injuries and above waist injuries. If KABs continue to be widely implemented in the vehicle fleet, the field should continue to monitor and evaluate below knee injuries.

Characterization of the motion of booster-seated children during simulated in-vehicle precrash maneuvers

Objective: Precrash occupant motion may affect head and trunk position and restraint performance in a subsequent crash, particularly for young children. Others have studied seat belt–restrained adult drivers and adult and adolescent passengers in precrash maneuvers. For younger children, optimal restraint includes a belt-positioning booster seat, which in precrash maneuvers may contribute in unique ways to the overall body motion. Therefore, the objective of this study was to quantify booster-seated child occupant kinematic, kinetic, and muscle responses during precrash maneuvers and characterize booster movement with respect to the overall occupant kinematics.Methods: Vehicle maneuver tests were conducted with a recent model year sedan at the Transportation Research Center Inc. (TRC, Marysville, Ohio). Three precrash vehicle maneuvers were simulated: Automated and manual emergency braking (AEB and MEB) and oscillatory swerving or slalom (SLA). Each maneuver was repeated twice for each participant. Seven 6- to 8-year-old booster-seated children participated in the study and all subjects were seated in the right rear seat. Vehicle dynamics (i.e., motion, position, and orientation) were measured with an inertial and Global Positioning System navigation system (Oxford RT 3003). Kinematic data from human volunteers were collected with an 8-camera 3D motion capture system (Optitrack Prime 13 200 Hz, NaturalPoint, Inc.). Photoreflective markers were placed on participants’ head and trunk. Electromyography (EMG; Trigno EMG Wireless Delsys, Inc., 2,000 Hz) sensors were placed on bilateral muscles predicted to be most likely involved in bracing behaviors.Results: Children demonstrated greater head and trunk velocity in MEB (head 123.7 ± 13.1 cm/s, trunk 77.6 ± 14.1 cm/s) compared to AEB (head 45.31 ± 11.5 cm/s, trunk 27.1 ± 5.5 cm/s; P < .001). Participants also showed greater head motion in MEB (18.9 ± 1.4 cm) vs. AEB (15.1 ± 4.8 cm) but the differences were not statistically significant (P < .1). Overall, the booster seats themselves did not move substantially (<3 cm) in the braking maneuvers. During the SLA, however, the booster seat moved laterally up to 5 cm in several subjects, contributing substantially to peak trunk (6.5–14.0 cm) and head (9.9–21.4 cm) excursion during the maneuver. Booster-seated children also exhibited a greater activation of biceps and deltoid muscles and abdominal and middle trapezii muscles than the sternocleidomastoids during these maneuvers.Conclusions: The quantification of booster seat motion and neuromuscular control and the relationship between kinematics and muscle activation in booster-seated children in precrash maneuvers provides important data on the transition between the precrash and crash phases for this young age group and may help identify opportunities for interventions that integrate active and passive safety.

Effect of automated versus manual emergency braking on rear seat adult and pediatric occupant precrash motion

Objective: Emergency braking can potentially generate precrash occupant motion that may influence the effectiveness of restraints in the subsequent crash, particularly for rear-seated occupants who may be less aware of the impending crash. With the advent of automated emergency braking (AEB), the mechanism by which braking is achieved is changing, potentially altering precrash occupant motion. Further, due to anatomical and biomechanical differences across ages, kinematic differences between AEB and manual emergency braking (MEB) may vary between child and adult occupants. Therefore, the objective of this study was to quantify differences in rear-seated adult and pediatric kinematics and muscle activity during AEB and MEB scenarios.Methods: Vehicle maneuvers were performed in a recent model year sedan traveling at 50 km/h. MEB (acceleration ∼1 g) was achieved by the driver pressing the brake pedal with maximum effort. AEB (acceleration ∼0.8 g) was triggered by the vehicle system. Inertial and Global Positioning System data were collected. Seventeen male participants aged 10–33 were restrained in the rear right passenger seat and experienced each maneuver twice. The subjects’ kinematics were recorded with an 8-camera 3D motion capture system. Electromyography (EMG) recorded muscle activity. Head and trunk displacements, raw and normalized by seated height, and peak head and trunk velocity were compared across age and between maneuvers. Mean EMG was calculated to interpret kinematic findings.Results: Head and trunk displacement and peak velocity were greater in MEB than in AEB in both raw and normalized data (P ≤ .01). No effect of age was observed (P ≥ .21). Peak head and trunk velocities were greater in repetition 1 than in repetition 2 (P ≤ .006) in MEB but not in AEB. Sternocleidomastoid (SCM) mean EMG was greater in MEB compared to AEB, and muscle activity increased in repetition 2 in MEB.Conclusions: Across all ages, head and trunk excursions were greater in MEB than AEB, despite increased muscle activity in MEB. This observation may suggest an ineffective attempt to brace the head or a startle reflex. The increased excursion in MEB compared to AEB may be attributed to differences in the acceleration pulses between the 2 scenarios. These results suggest that AEB systems can use specific deceleration profiles that have potential to reduce occupant motion across diverse age groups compared to sudden maximum emergency braking applied manually.

Factors contributing to serious and fatal injuries in belted rear seat occupants in frontal crashes

Objectives: Earlier research has shown that the rear row is safer for occupants in crashes than the front row, but there is evidence that improvements in front seat occupant protection in more recent vehicle model years have reduced the safety advantage of the rear seat versus the front seat. The study objective was to identify factors that contribute to serious and fatal injuries in belted rear seat occupants in frontal crashes in newer model year vehicles.Methods: A case series review of belted rear seat occupants who were seriously injured or killed in frontal crashes was conducted. Occupants in frontal crashes were eligible for inclusion if they were 6 years old or older and belted in the rear of a 2000 or newer model year passenger vehicle within 10 model years of the crash year. Crashes were identified using the 2004–2015 National Automotive Sampling System Crashworthiness Data System (NASS-CDS) and included all eligible occupants with at least one Abbreviated Injury Scale (AIS) 3 or greater injury. Using these same inclusion criteria but split into younger (6 to 12 years) and older (55+ years) cohorts, fatal crashes were identified in the 2014–2015 Fatality Analysis Reporting System (FARS) and then local police jurisdictions were contacted for complete crash records.Results: Detailed case series review was completed for 117 rear seat occupants: 36 with Maximum Abbreviated Injury Scale (MAIS) 3+ injuries in NASS-CDS and 81 fatalities identified in FARS. More than half of the injured and killed rear occupants were more severely injured than front seat occupants in the same crash. Serious chest injury, primarily caused by seat belt loading, was present in 22 of the injured occupants and 17 of the 37 fatalities with documented injuries. Nine injured occupants and 18 fatalities sustained serious head injury, primarily from contact with the vehicle interior or severe intrusion. For fatal cases, 12 crashes were considered unsurvivable due to a complete loss of occupant space. For cases considered survivable, intrusion was not a large contributor to fatality.Discussion: Rear seat occupants sustained serious and fatal injuries due to belt loading in crashes in which front seat occupants survived, suggesting a discrepancy in restraint performance between the front and rear rows. Restraint strategies that reduce loading to the chest should be considered, but there may be potential tradeoffs with increased head excursion, particularly in the absence of rear seat airbags. Any new restraint designs should consider the unique needs of the rear seat environment.

Effect of Air-Conditioning on Light Duty Gasoline Vehicles Fuel Economy

With more stringent U.S. fuel economy (FE) standards, the effect of auxiliary devices such as air-conditioning (AC) have received increased attention. AC is the largest auxiliary engine load for light duty gasoline vehicles (LDGVs). However, there are few data regarding the effect of AC operation on FE for LDGVs based on real-world measurements, especially for recent model year vehicles. The Motor Vehicle Emission Simulator (MOVES) is a regulatory model for estimating on-road vehicle energy-use and emissions. MOVES adjusts vehicle energy-use rates for AC effects. However, MOVES-predicted FE with AC has not been evaluated based on empirical measurements. The research objectives are to quantify the LDGVs FE penalty from AC and assess the accuracy of MOVES2014a-predicted FE with AC. The AC effect on real-world fleet-average FE was quantified based on 78 AC-off vehicles versus 55 AC-on vehicles, measured with onboard instruments on defined study routes. MOVES2014a-based FE penalty from AC was evaluated based on real-world estimates and chassis dynamometer-based FE test results used for FE ratings. The real-world FE penalty ranges between 1.3% and 7.5% among a wide range of driving cycles. Fuel consumption at idle is 13% higher with AC on. MOVES underestimates the real-world FE with AC by 6%, on average. MOVES overestimates the AC effect on cycle-average FE ranging between 13.5% and 18.5% for real-world and MOVES default cycles, and between 11.1% and 14.5% for standard cycles.

Male and female WorldSID and post mortem human subject responses in full-scale vehicle tests

ABSTRACTObjective: This study compares the responses of male and female WorldSID dummies with post mortem human subject (PMHS) responses in full-scale vehicle tests.Methods: Tests were conducted according to the FMVSS-214 protocols and using the U.S. Side Impact New Car Assessment Program change in velocity to match PMHS experiments, published earlier. Moving deformable barrier (MDB) tests were conducted with the male and female surrogates in the left front and left rear seats. Pole tests were performed with the male surrogate in the left front seat. Three-point belt restraints were used. Sedan-type vehicles were used from the same manufacturer with side airbags. The PMHS head was instrumented with a pyramid-shaped nine-axis accelerometer package, with angular velocity transducers on the head. Accelerometers and angular velocity transducers were secured to T1, T6, and T12 spinous processes and sacrum. Three chest bands were secured around the upper, middle, and lower thoraces. Dummy instrumentation included five infrared telescoping rods for assessment of chest compression (IR-TRACC) and a chest band at the first abdomen rib, head angular velocity transducer, and head, T1, T4, T12, and pelvis accelerometers.Results: Morphological responses of the kinematics of the head, thoracic spine, and pelvis matched in both surrogates for each pair. The peak magnitudes of the torso accelerations were lower for the dummy than for the biological surrogate. The brain rotational injury criterion (BrIC) response was the highest in the male dummy for the MDB test and PMHS. The probability of AIS3+ injuries, based on the head injury criterion, ranged from 3% to 13% for the PMHS and from 3% to 21% for the dummy from all tests. The BrIC-based metrics ranged from 0 to 21% for the biological and 0 to 48% for the dummy surrogates. The deflection profiles from the IR-TRACC sensors were unimodal. The maximum deflections from the chest band placed on the first abdominal rib were 31.7 mm and 25.4 mm for the male and female dummies in the MDB test, and 37.4 mm for the male dummy in the pole test. The maximum deflections computed from the chest band contours at a gauge equivalent to the IR-TRACC location were 25.9 mm and 14.8 mm for the male and female dummies in the MDB test, and 37.4 mm for the male dummy in the pole test. Other data (static vehicle deformation profiles, accelerations histories of different body regions, and chest band contours for the dummy and PMHS) are given in the appendix.Conclusions: This is the first study to compare the responses of PMHS and male and female dummies in MDB and pole tests, done using the same recent model year vehicles with side airbag and head curtain restraints. The differences between the dummy and PMHS torso accelerations suggest the need for design improvements in the WorldSID dummy. The translation-based metrics suggest low probability of head injury. As the dummy internal sensor underrecorded the peak deflection, multipoint displacement measures are therefore needed for a more accurate quantification of deflection to improve the safety assessment of occupants.

Numerical analysis of side airbags deployment in out-of-position situations

Side-impact collisions represent the second greatest cause of fatality in motor vehicle accidents. Side-impact airbags have been installed in recent model year vehicle due to its effectiveness in reducing passengers’ injuries and fatality rates. In meeting these requirements, simulations of folding and deploying airbags are very useful and are widely used. The paper presents a simulation method for the deploying airbags using three materials in different working conditions. Finite element analysis is primarily used to evaluate this concept. In these simulations, the gas flow is described by the conservation laws of mass, momentum, and energy. The numerical results indicate that the FE method in this paper is capable of capturing airbag deploying process accurately.

Injuries in Full-Scale Vehicle Side Impact Moving Deformable Barrier and Pole Tests Using Postmortem Human Subjects

Objective: To conduct near-side moving deformable barrier (MDB) and pole tests with postmortem human subjects (PMHS) in full-scale modern vehicles, document and score injuries, and examine the potential for angled chest loading in these tests to serve as a data set for dummy biofidelity evaluations and computational modeling.Methods: Two PMHS (outboard left front and rear seat occupants) for MDB and one PMHS (outboard left front seat occupant) for pole tests were used. Both tests used sedan-type vehicles from same manufacturer with side airbags. Pretest x-ray and computed tomography (CT) images were obtained. Three-point belt-restrained surrogates were positioned in respective outboard seats. Accelerometers were secured to T1, T6, and T12 spines; sternum and pelvis; seat tracks; floor; center of gravity; and MDB. Load cells were used on the pole. Biomechanical data were gathered at 20 kHz. Outboard and inboard high-speed cameras were used for kinematics. X-rays and CT images were taken and autopsy was done following the test. The Abbreviated Injury Scale (AIS) 2005 scoring scheme was used to score injuries.Results: MDB test: male (front seat) and female (rear seat) PMHS occupant demographics: 52 and 57 years, 177 and 166 cm stature, 78 and 65 kg total body mass. Demographics of the PMHS occupant in the pole test: male, 26 years, 179 cm stature, and 84 kg total body mass. Front seat PMHS in MDB test: 6 near-side rib fractures (AIS = 3): 160–265 mm vertically from suprasternal notch and 40–80 mm circumferentially from center of sternum. Left rear seat PMHS responded with multiple bilateral rib fractures: 9 on the near side and 5 on the contralateral side (AIS = 3). One rib fractured twice. On the near and contralateral sides, fractures were 30–210 and 20–105 mm vertically from the suprasternal notch and 90–200 and 55–135 mm circumferentially from the center of sternum. A fracture of the left intertrochanteric crest occurred (AIS = 3). Pole test PMHS had one near-side third rib fracture. Thoracic accelerations of the 2 occupants were different in the MDB test. Though both occupants sustained positive and negative x-accelerations to the sternum, peak magnitudes and relative changes were greater for the rear than the front seat occupant. Magnitudes of the thoracic and sternum accelerations were lower in the pole test.Conclusions: This is the first study to use PMHS occupants in MDB and pole tests in the same recent model year vehicles with side airbag and head curtain restraints. Injuries to the unilateral thorax for the front seat PMHS in contrast to the bilateral thorax and hip for the rear seat occupant in the MDB test indicate the effects of impact on the seating location and restraint system. Posterolateral locations of fractures to the front seat PMHS are attributed to constrained kinematics of occupant interaction with torso side airbag restraint system. Angled loading to the rear seat occupant from coupled sagittal and coronal accelerations of the sternum representing anterior thorax loading contributed to bilateral fractures. Inward bending initiated by the distal femur complex resulting in adduction of ipsilateral lower extremity resulted in intertrochanteric fracture to the rear seat occupant. These results serve as a data set for evaluating the biofidelity of the WorldSID and federalized side impact dummies and assist in validating human body computational models, which are increasingly used in crashworthiness studies.

Vehicle choices for teenage drivers: A national survey of U.S. parents

IntroductionPrevious research has shown that many newly licensed teenagers in the United States are driving vehicles with inferior crash protection. The objective of this study was to update and extend previous research on U.S. parents' choices of vehicles for their teenagers. MethodTelephone surveys were conducted with parents in May 2014 using a random sample of U.S. households likely to include teenagers. Participation was restricted to parents or guardians of teenagers who lived in the household and held either an intermediate or full driver's license. Parents were interviewed about the vehicle their teenager drives, the reason they chose the vehicle for their teenager, and the cost of purchased vehicles. ResultsTeenagers most often were driving 2000–06 model year vehicles (41%), with 30% driving a more recent model year and 19% driving an older model year. Teenagers most often were driving midsize or large cars (27%), followed by SUVs (22%), mini or small cars (20%), and pickups (14%). Far fewer were driving minivans (6%) or sports cars (1%). Forty-three percent of the vehicles driven by teenagers were purchased when the teenager started driving or later. A large majority (83%) were used vehicles. The median cost of the vehicles purchased was $5300, and the mean purchase price was $9751. ConclusionsAlthough parents report that the majority of teenagers are driving midsize or larger vehicles, many of these vehicles likely do not have key safety features, such as electronic stability control, which would be especially beneficial for teenage drivers. Many teenagers were driving older model year vehicles or vehicle types or sizes that are not ideal for novice drivers. Practical applicationsParents, and their teenage drivers, may benefit from consumer information about optimal vehicle choices for teenagers.

High strength steels, stiffness of vehicle front-end structure, and risk of injury to rear seat occupants

Previous research has shown that rear seat occupant protection has decreased over model years, and front-end stiffness is a possible factor causing this trend. In this research, the effects of a change in stiffness on protection of rear seat occupants in frontal crashes were investigated. The stiffness was adjusted by using higher strength steels (DP and TRIP), or thicker metal sheets. Finite element simulations were performed, using an LS Dyna vehicle model coupled with a MADYMO dummy. Simulation results showed that an increase in stiffness, to the extent it happened in recent model years, can increase the risk of AIS3+ head injuries from 4.8% in the original model (with a stiffness of 1000N/mm) to 24.2% in a modified model (with a stiffness of 2356N/mm). The simulations also showed an increased risk of chest injury from 9.1% in the original model to 11.8% in the modified model. Distribution of injuries from real world accident data confirms the findings of the simulations.

Neural network based method for conversion of solar radiation data

The receiving ends of the solar energy conversion systems that generate heat or electricity from radiation is usually tilted at an optimum angle to increase the solar incident on the surface. Solar irradiation data measured on horizontal surfaces is readily available for many locations where such solar energy conversion systems are installed. Various equations have been developed to convert solar irradiation data measured on horizontal surface to that on tilted one. These equations constitute the conventional approach. In this article, an alternative approach, generalized regression type of neural network, is used to predict the solar irradiation on tilted surfaces, using the minimum number of variables involved in the physical process, namely the global solar irradiation on horizontal surface, declination and hour angles.Artificial neural networks have been successfully used in recent years for optimization, prediction and modeling in energy systems as alternative to conventional modeling approaches. To show the merit of the presently developed neural network, the solar irradiation data predicted from the novel model was compared to that from the conventional approach (isotropic and anisotropic models), with strict reference to the irradiation data measured in the same location. The present neural network model was found to provide closer solar irradiation values to the measured than the conventional approach, with a mean absolute error value of 14.9Wh/m2. The other statistical values of coefficient of determination and relative mean absolute error also indicate the advantage of the neural network approach over the conventional one. In terms of the coefficient of determination, the neural network model results in a value of 0.987 whereas the isotropic and anisotropic approaches result in values of 0.959 and 0.966, respectively. On the other hand, the isotropic and anisotropic approaches give relative mean absolute error values of 11.4% and 11.5%, respectively, while that of the neural network model is 9.1%.

Dimensionality Reduction via Subspace and Submanifold Learning [From the Guest Editors

The featured articles cover very representative models and techniques that people have developed in recent years for modeling and extracting low-dimension al structures of high-dimensional data.

Oxygenated transportation fuels. Evaluation of properties and emission performance in light-duty vehicles in Mexico

Recently a “Biofuels Promotion and Development Law” was approved in Mexico that requires increasing volumes of renewable to blend into the transportation fuel pool, much of which is likely to be ethanol. Emissions data under the three different driving conditions of the United States FTP-75 certification cycle were obtained for regulated, toxic and carbonyl compounds using recent model year vehicles representing 61% of the typical fleet available in Mexico. Ozone-forming potential and specific reactivity of tailpipe and evaporative emissions were also calculated. Comparison were performed using the traditional methyl-tertiary butyl ether employed in Mexico with an ethanol fuel at the same level of oxygen content, taking into account the current fuel specifications and the stream stocks available at the Mexican refineries. The results suggest that the contribution of cold start to regulated emissions range from 37% to 40% whiles those of toxic from 40% to 47% in both fuels. Results also indicate an increase in the rates of evaporative emissions of higher Specific Reactivy with the ethanol fuel. Estimation of the percent reduction of pollutants using the Complex Model of the USA Environmental Protection Agency suggests that volatile organic compounds will exceeds the limits imposed by the model if vapour pressure of the ethanol gasoline is not properly adjusted.

이륜자동차의 대기오염물질 배출계수 산정을 위한 연구

While increased use of motor cycles in the recent years for various demands could worsen air quality, only few studies have been conducted on estimation of emission factors and characterization of emissions from motorcycle. In this study, emissions from selected six models of motorcycle based on largest market share and production rate were investigated. To investigate gaseous and carbonaceous air pollutants, such as carbon monoxide (CO), total hydrocarbon (THC), nitrogen oxide (<TEX>$NO_x$</TEX>), elemental carbon (EC) and organic carbon (OC), total 124 motorcycles between 2003 and 2007 model year were tested with regulatory driving conditions, such as CVS-40 and CVS-47 mode. These motorcycles were further sub-categorized based on their displacement (< 50 cc, 50~150 cc, and <TEX>$\geq$</TEX> 150 cc), type of stroke (2- and 4 strokes) and model year (2003~2005 and 2006~2007). Tested motorcycles with recent model year (2006~2007) exhibited less emissions of regulatory gaseous and carbonaceous air pollutants compared to old model year (2003~2005). Chemical analysis showed that CO present in highest concentration followed by THC and <TEX>$NO_x$</TEX> for all tested motorcycles. Interestingly, two strokes motorcycle produced higher THC emission but less CO and <TEX>$NO_x$</TEX> than those of four strokes. For all types of displacement and stroke, emission factors (gram per kilometer) of THC and CO except <TEX>$NO_x$</TEX> with recent model year (2006~2007) showed decreased trend compared to old model year (2003~2005). In addition to this, due to mixed combustion between gasoline fuel and lubricant, two strokes motorcycle showed OC > EC emission trend.

NEURAL NETWORK MODELING OF END‐OVER‐END THERMAL PROCESSING OF PARTICULATES IN VISCOUS FLUIDS

ABSTRACT Modeling of the heat transfer process in thermal processing is important for the process design and control. Artificial neural networks (ANNs) have been used in recent years in heat transfer modeling as a potential alternative to conventional dimensionless correlation approach and shown to be even better performers. In this study, ANN models were developed for apparent heat transfer coefficients associated with canned particulates in high viscous Newtonian and non‐Newtonian fluids during end‐over‐end thermal processing in a pilot‐scale rotary retort. A portion of experimental data obtained for the associated heat transfer coefficients were used for training while the rest were used for testing. The principal configuration parameters were the combination of learning rules and transfer functions, number of hidden layers, number of neurons in each hidden layer and number of learning runs. For the Newtonian fluids, the optimal conditions were two hidden layers, five neurons in each hidden layer, the delta learning rule, a sine transfer function and 40,000 learning runs, while for the non‐Newtonian fluids, the optimal conditions were one hidden layer, six neurons in each hidden layer, the delta learning rule, a hyperbolic tangent transfer function and 50,000 learning runs. The prediction accuracies for the ANN models were much better compared with those from the dimensionless correlations. The trained network was found to predict responses with a mean relative error of 2.9–3.9% for the Newtonian fluids and 4.7–5.9% for the non‐Newtonian fluids, which were 27–62% lower than those associated with the dimensionless correlations. Algebraic solutions were included, which could be used to predict the heat transfer coefficients without requiring an ANN. PRACTICAL APPLICATIONSThe artificial neural network (ANN) model is a network of computational elements that was originally developed to mimic the function of the human brain. ANN models do not require the prior knowledge of the relationship between the input and output variables because they can discover the relationship through successive training. Moreover, ANN models can predict several output variables at the same time, which is difficult in general regression methods. ANN concepts have been successfully used in food processing for prediction, quality control and pattern recognition. ANN models have been used in recent years for heat transfer modeling as a potential alternative to conventional dimensionless correlation approach and shown to be even better performers. In this study, ANN models were successfully developed for the heat transfer parameters associated with canned particulate high viscous Newtonian and non‐Newtonian fluids during an end‐over‐end rotation thermal processing. Optimized configuration parameters were obtained by choosing appropriate combinations of learning rule, transfer function, learning runs, hidden layers and number of neurons. The trained network was found to predict parameter responses with mean relative errors considerably lower than from dimensionless correlations.

Two phase flow 1D turbulence model for poly-disperse upward flow in a vertical pipe

A 1D test-solver was developed in recent years for modeling of two phase bubbly flows in pipe geometry. The solver considers a number of bubble classes and calculates bubble-size resolved void fraction profiles in the radial direction. A successful implementation was achieved regarding bubble forces models (non-drag forces). Discrepancies appeared when coalescence and breakup rates were significant. These rates depend upon local turbulence quantities, which are possible reason for discrepancies. Originally the test-solver is equipped by Sato model (Sato, Y., Sadatomi, M., Sekoguchi, K., 1981. Momentum and heat transfer in two-phase bubble flow. I. International Journal Multiphase Flow 7, 167–177 .) which accounts for turbulence via shear- and bubble-induced viscosities calculated out of empirical correlations. One equation for the turbulent kinetic energy was solved, while the dissipation rate was calculated out of a correlation. In order to improve calculation of the local turbulence parameters, a two-phase k– ɛ turbulence model was adopted instead. The account for the bubble-induced turbulence was made via a source term taken out of literature. Comparisons between new and old turbulence modeling against experimental data showed better agreement for the new model. The experiments covered a wide range of water and air superficial velocities for upward bubbly flow in two pipe's diameters: 50 and 200 mm. The main feature of the new model is providing more reliable values of turbulence parameters for application in coalescence and breakup models. A comparison with CFX 5.7 calculations in a 50 mm pipe showed better calculation results when the source term was considered in the k– ɛ equations. An implementation into CFX is planned.