Test Dummy Research Articles

CONVERGENCE IN TERMS OF NON-PERFORMING LOANS IN THE BANKING SECTOR: EUROPEAN UNION COUNTRIES

This study aims to reveal the convergence among the member countries of the European Union (member and candidate) within the framework of the economic integration process based on the non-performing loan ratios of banks operating in the member countries. For this purpose, analyses were conducted with the Result of Updated Panic LM Test (Dummy Breaks, Factor) procedure developed by Payne et al. (2022) using the non-performing loan ratios for the period 1997–2022 in the European Union countries. Because of the analyses, convergence was found at various levels of significance among “Belgium, Denmark, Estonia, France, Germany, Italy, Latvia, the Netherlands, North Macedonia, Poland, Spain, and Turkiye”. Moreover, when the break periods are evaluated, it is observed that the regulations in the banking sector affect convergence relations. This study is expected to make important contributions to decision makers, national policy makers, and the banking sector in terms of banking sector standards. This study also contributes to the literature as it is the first study that deals with convergence based on non-performing loans (NPLs).

Analysing the damping performance of automobile crash dummy ribs

Chest injuries are commonly encountered in traffic accidents, with ribs playing a crucial role in chest impact response. This study focuses on the damping performance of ribs and its influence on chest response during collisions. Employing mechanical bionics principles, the mechanical equivalence of ribs under collision impact was determined. Consequently, a rib impact dynamic model based on equivalent damping theory was developed. This model was integrated with a rib drop hammer impact test system, yielding a numerical solution for the equivalent damping ratio of the rib, quantified as 0.085. Additionally, to validate the accuracy of the rib impact dynamics model, a verification method based on the half-power bandwidth method was proposed. Through the implementation of the rib force hammer impact test, the equivalent damping ratio was determined to be 0.093, showing an 8.6% deviation from the result of the impact dynamics model. These findings not only confirm the validity of the rib equivalent damping theory within the impact dynamics model but also provide theoretical support for the design and improvement of dummy ribs and, potentially, the overall development of crash test dummies.

Numerical modelling of different airbag folding patterns and their influence on occupant responses in frontal vehicle impact

This paper presented a procedure for airbag folding for the application in occupant safety studies and analysed the influence of different airbag folding patterns on the occupant severity in frontal impact. Airbags were folded in two patterns: zig-zag and top-roll, using two folding techniques: Initial Metric Method and Explicit Folding. The explicit folding was found to be more expensive in terms of preparation time. However, this approach provided more control over the whole folding process. The Initial Metric Method was more robust, however, it’s hard to apply for complex folding patterns. Deployments of airbags were validated against experimental data of pendulum tests. Those airbag models were applied to 2006 Ford F250 pickup truck. This vehicle was used for simulations of frontal vehicle impact where the 50th male Hybrid III crash test dummy was an occupant. Results of this simulation were compared with an actual test with a similar vehicle, under the same impact conditions. Results showed the head and chest accelerations were lower for top-roll folded airbag cases, however neck normal forces were higher compared to zig-zag folded airbag. The internal pressure in the early stage of deployment was 33% higher for the top-roll folded airbags.

Human Behavior Mimicking Anthropomorphic Test Dummy Robot for the Safety Evaluation of Self-Balancing Personal Mobility: Experimental Validation

The safety and dynamic stability of the two-wheeled self-balancing personal mobility (SBPM) are critical for their operation, and hence these issues need to be evaluated objectively. But due to the nature of the SBPM, they must be operated by the human rider even for the evaluation tests, so the objectivity and repeatability of the test cannot be ensured, and there even could be the safety issue for the test rider. To solve this problem, we propose an anthropomorphic test dummy robot (ATDR) that reproduces the human rider’s dynamic behavior using the control moment gyroscope (CMG) so that it could drive the SBPM instead of a human rider for the tests. As the human rider controls the SBPM by the disturbance torque made by the posture (i.e. the center of gravity) change, CMG-based ATDR reproduces the dynamic behavior of the SBPM by creating the same disturbance torque using the CMG. Design and manufacturing details of the CMG-based ATDR are introduced, and the control algorithm ensuring that CMG-based ATDR reproduces the same behavior as the human rider is explained. For the validation of the proposed CMG-based ATDR, manufactured CMG-based ATDR was controlled to drive the SBPM in the most common driving scenarios such as acceleration/deceleration ride and turning motion, and its dynamic response data was compared with that obtained from the human rider case. <italic xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">Note to Practitioners</i> —This paper was motivated by the objectivity issue of the safety certification tests for the SBPM. Existing approaches to the safety certification process requires tests run by human operators, which essentially leads to the question of objectivity in the test results. This paper suggests a new approach using an ATDR that mimics the human operator’s motion intent and eliminates the need of the human operator. In this paper, we present the working principle how ATDR regenerates the human operator’s motion and the detailed design of the ATDR to implement this goal. We then show the control algorithm designed to drive the SBPM as if it was driven by a human operator using the ATDR. Experiments carried out for the major hazardous driving scenarios required for the safety certification suggest that the ATDR could be used as a viable device for the objective safety certification process of the SBPM. In future research, we will expand the application of the ATDR for different types of SBPMs.

Evaluation of AIS3+ car occupant injuries using deterministic and probabilistic methods in frontal crashes

Computational modelling was used to assess the capability of a deterministic and a probabilistic method to predict the incidence of AIS3+ injuries in passenger car occupants by comparing the predictions of the methods to the actual injuries observed in real-world crashes. The likelihood of sustaining an injury was first calculated using a computer model for a selected set of injury criteria in different impact conditions based on real-world crashes; AIS3+ injuries were then predicted using each method separately. Regardless of the method, the number of serious injuries was over-predicted. It was also noted that the used injury criteria suggested the occurrence of specific injuries that were not observed in the real world. Although both methods are susceptible to be adapted to improve their predictions, the question of the suitability of using some of the most commonly accepted injury criteria used with crash test dummies for injury assessment with human body models deserves further research.

Pedestrian Safety in Frontal Tram Collision, Part 1: Historical Overview and Experimental-Data-Based Biomechanical Study of Head Clashing in Frontal and Side Impacts.

This article represents the first paper in a two-part series dealing with safety during tram-pedestrian collisions. This research is dedicated to the safety of trams for pedestrians during collisions and is motivated by the increased number of lethal cases. The first part of this paper includes an overview of tram face development from the earliest designs to the current ones in use and, at the same time, provides a synopsis and explanation of the technical context, including a link to current and forthcoming legislation. The historical design development can be characterised by three steps, from an almost vertical front face, to leaned and pointed shapes, to the current inclined low-edged windshield without a protruding coupler. However, since most major manufacturers now export their products worldwide and customisation is only of a technically insignificant nature, our conclusions are generalisable (supported by the example of Berlin). The most advantageous shape of the tram's front, minimising the effects on pedestrians in all collision phases, has evolved rather spontaneously and was unprompted, and it is now being built into the European Commission regulations. The goal of the second part of this paper is to conduct a series of tram-pedestrian collisions with a focus on the frontal and side impacts using a crash test dummy (anthropomorphic test device-ATD). Four tram types approaching the collision at four different impact speeds (5 km/h, 10 km/h, 15 km/h, and 20 km/h) were used. The primary outcome variable was the resultant head acceleration. The risk and severity of possible head injuries were assessed using the head injury criterion (HIC15) and its linkage to the injury level on the Abbreviated Injury Scale (AIS). The results showed increasing head impacts with an increasing speed for all tram types and collision scenarios. Higher values of head acceleration were reached during the frontal impact (17-124 g) compared to the side one (2-84 g). The HIC15 values did not exceed the value of 300 for any experimental setting, and the probability of AIS4+ injuries did not exceed 10%. The outcomes of tram-pedestrian collisions can be influenced by the ATD's position and orientation, the impact speed and front-end design of trams, and the site of initial contact.

A Parametric Thoracic Spine Model Accounting for Geometric Variations by Age, Sex, Stature, and Body Mass Index

&lt;div&gt;In this study, a parametric thoracic spine (T-spine) model was developed to account for morphological variations among the adult population. A total of 84 CT scans were collected, and the subjects were evenly distributed among age groups and both sexes. CT segmentation, landmarking, and mesh morphing were performed to map a template mesh onto the T-spine vertebrae for each sampled subject. Generalized procrustes analysis (GPA), principal component analysis (PCA), and linear regression analysis were then performed to investigate the morphological variations and develop prediction models. A total of 13 statistical models, including 12 T-spine vertebrae and a spinal curvature model, were combined to predict a full T-spine 3D geometry with any combination of age, sex, stature, and body mass index (BMI). A leave-one-out root mean square error (RMSE) analysis was conducted for each node of the mesh predicted by the statistical model for every T-spine vertebra. Most of the RMSEs were less than 2 mm across the 12 vertebral levels, indicating good accuracy. The presented parametric T-spine model can serve as a geometry basis for parametric human modeling or future crash test dummy designs to better assess T-spine injuries accounting for human diversity.&lt;/div&gt;

How can human factors close the gender data gap?

AbstractThis commentary paper will describe how the discipline of human factors and ergonomics (HFE) can help to close the gender data gap, which is prevalent across many domains and arises due to a lack of data capturing female metrics and viewpoints. HFE is a domain‐independent discipline that seeks to understand human performance and well‐being with respect to the interactions that humans engage in and the environments that they inhabit. HFE therefore presents an opportunity to understand how gender influences human performance, effective design, social interactions, and environmental factors. This paper argues that a sociotechnical systems approach is essential when reviewing equality, diversity, and inclusivity issues, without which attempts to close the gender data gap will not go far enough. Following the sociotechnical systems approach in HFE, the micro‐, meso‐, and macro‐levels of system design with respect to closing the gender data gap are reviewed. We discuss these issues in relation to a case study example of a crash test dummy. A checklist approach for researchers is presented, which identifies key questions that prompt where gender should be considered in the research process across these levels of sociotechnical systems.

Transition of deformation modes from bending to auxetic compression in origami-based metamaterials for head protection from impact

For the protection of the human head by energy absorption structures, a soft mechanical response upon contact with the head is required to mitigate the effect of impact, while a hard mechanical response for highly efficient energy absorption is required to stop the movement of the head. This study realized the opposite mechanical properties during head protection by transitioning the deformation mode from bending to auxetic compression. First, non-linear finite element (FE) models were constructed to numerically reproduce the bending behavior. The calculated force responses agreed well with forces in bending tests. Using the FE models, the EA structures with proper transition of deformation modes were designed and installed in the seat headrests of real vehicles. Head protection was evaluated by dynamic loading in sled testing, in which the force on the head of the crash test dummy was measured. The head injury criterion improved from 274 to 155, indicating the superior performance of the tested structures compared to that achieved by energy absorption structures based on steel plates. Moreover, the deformation of auxetic structures prevented neck bending by holding the head. These findings present new possibilities for effectively protecting the human body by mitigating impact, facilitating energy absorption, and ensuring head stability.

Localization of center of gravity of helmet systems in the human anatomical frame using 3D laser scanners

Introduction: An accurate assessment of the Center of Gravity (CoG) and mass properties of aircrew helmets and helmet-mounted devices is an essential requirement to predict neck injury potential. Conventionally, trifilar pendulum method is used for the assessment of CoG shift and calculation of force moment and mass moment. In this study, a new procedure is described to obtain a more precise measurement of the CoG of the helmet as well as the combined head and helmet system. Material and Methods: Measurement of the helmet mass and CoG properties was done using a trifilar pendulum and the geometrical properties of the helmet and head were obtained using a 3D laser scanner. The required coordinate transformations from the laboratory frame to the anatomical frame using the 3D scanner as a coordinate digitizer. The head sizes used in the calculations ranged from small female head to large male head and a single average head CoG position was used to calculate the combined head and helmet CoG. Results: The error of the 3D scanner method for combined head and helmet CoG measurement as compared to the trifilar pendulum method varied between 0.3 mm and 0.4 mm with an average error of 0.4 mm. This method could also successfully calculate the combined CoG of the helmet on various head sizes ranging from small female to large male heads. Conclusion: The 3D laser scanner-based CoG measurement gave similar results as compared to the present method of CoG measurement when the medium-sized anthropomorphic test dummy head was considered. The localization of helmet CoG in the anatomical frame would allow more accurate measurements of force moment and mass moment. The same methodology could also be used to calculate the combined head and helmet CoG of different head and helmet masses.

A new biomechanical FE model for blunt thoracic impact.

In the field of biomechanics, numerical procedures can be used to understand complex phenomena that cannot be analyzed with experimental setups. The use of experimental data from human cadavers can present ethical issues that can be avoided by utilizing biofidelic models. Biofidelic models have been shown to have far-reaching benefits, particularly in evaluating the effectiveness of protective devices such as body armors. For instance, numerical twins coupled with a biomechanical model can be used to assess the efficacy of protective devices against intense external forces. Similarly, the use of human body surrogates in experimental studies has allowed for biomechanical studies, as demonstrated by the development of crash test dummies that are commonly used in automotive testing. This study proposes using numerical procedures and simplifying the structure of an existing biofidelic FE model of the human thorax as a preliminary step in building a physical surrogate. A reverse engineering method was used to ensure the use of manufacturable materials, which resulted in a FE model called SurHUByx FEM (Surrogate HUByx Finite Element Model, with HUByx being the original thorax FE model developed previously). This new simplified model was validated against existing experimental data on cadavers in the context of ballistic impact. SurHUByx FEM, with its new material properties of manufacturable materials, demonstrated consistent behavior with the corresponding biomechanical corridors derived from these experiments. The validation process of this new simplified FE model yielded satisfactory results and is the first step towards the development of its physical twin using manufacturable materials.

Sonnet to My Crash Test Dummy

Sonnet to My Crash Test Dummy Owen McLeod (bio) If you ask me, I’m the engineer involvedin identifying and interpreting these images.Maybe you know me. I really like this story,the one where we’re at a party and a wolfin uniform opens the door for a persondressed as Mickey Mouse. Is this the beginningof a lucid dream? I remember my first loveand how she kissed me. “Get up, get out of bed,”she said, but I didn’t obey. I brought my characterinto everything I did back then, including my lackof balance. Only later did I realize my mistake.As for my critics, I’ll tell you how I handle them:I sit inside, whether it’s gray or not, and watchthe men clutching their hats against the wind. [End Page 188] Owen McLeod owen mcleod’s second poetry collection, Before After, is forthcoming from Saturnalia Books. His debut, Dream Kitchen, won the Vassar Miller Prize in Poetry. His poems have appeared in New England Review, Ploughshares, The Southern Review, and many other journals. He teaches philosophy at Lafayette College in Easton, Pennsylvania. Copyright © 2023 Owen Mcleod ...

The Vehicle Safety Standard Bias: How Male-Based Crash Testing Leaves Female Drivers in the Backseat

What do crash test dummies and gender bias have to do with one another? A lot more than you might think. This article explains how today's vehicular safety standards can put women at risk.

Reactions

CONSUMER PRODUCTS Reactions ShareShare onFacebookTwitterWechatLinked InRedditEmail C&EN, 2022, 100 (43), p 5December 5, 2022Cite this:C&EN 100, 43, 5Letters to the editorMoose adventures in CanadaThe photo of the crash test dummy moose in Newscripts (C&EN, Sept. 19, 2022, page 32) brought back the memory of motoring with my wife on the Trans-Canada Highway north of Lake Superior in about 1980. As we registered in a motel in Wawa, Ontario, the desk clerk asked me if I had noticed a little red sports car in the lot. It and its driver had survived driving under a moose.Incidentally, when I had a summer job in the research lab of Canadian Industries Limited at McMasterville, Quebec, in 1947, the lab had a system of prizes: the One Bell Prize for a helpful bit of lab technique, the Two Bell Prize for finding a new substance of interest, the Three Bell Prize for a major advance, and the No Bell Prize for a conspicuous goof.Robert A. StairsPeterborough, OntarioRegulation of benzene in liquefied petroleum gasThe propane, butane, and isobutane mentioned in the article on benzene in dry shampoo (C&EN, Oct. 24/31, 2022, page 10) are sold as liquefied petroleum gas, known to the consumer as propane. Liquefied petroleum gas is a commodity produced by oil refineries and sold as a fuel for cooking, heating, grain drying, forklift trucks, and even backyard barbecues.The benzene discovery indicates contamination of some of it. As a commodity, it is easily commingled in distribution, as some may be supplied from multiple sources. Benzene in liquefied petroleum gas used as fuel may not be a concern, but caution is required when liquefied petroleum gas is used as a propellant in aerosol consumer products. In addition to cosmetic products, bug sprays and spray paints might be affected.The benzene content of gasoline is regulated. Is benzene regulated in liquefied petroleum gas?Paul E. EcklerWildwood, Missouri ACS 2021 IRS Form 990 availableThe American Chemical Society’s 2021 IRS Form 990 is now available on the ACS website. To access the information, go to www.acs.org/acsirsform990. Please scroll toward the bottom of the page to access the 2021 form and related Guide to Schedule J for explanatory information regarding ACS executive compensation. If you have any access problems, please contact [email protected]

Biomechanical effects of a halo orthotic on a pediatric anthropomorphic test device in a simulated frontal motor vehicle collision

Objective: Cervical spine injuries in children under 10 frequently involve the craniocervical junction. In patients too small for conventional spinal instrumentation, treatment may involve placement of a halo orthotic, and these patients will frequently be discharged home in a halo orthotic. To date, little research has been done on the biomechanics of motor vehicle collisions involving young children in halo orthotics. To better understand possible safety concerns, we applied a halo orthotic to an appropriately sized anthropomorphic test device (ATD, or crash test dummy) on an acceleration sled to simulate a frontal motor vehicle collision. Methods: For the tests, a Hybrid III 3-year-old ATD was instrumented with head and chest accelerometers, head angular rate sensors, a six-axis upper neck load cell, and a chest linear potentiometer. Four tests were conducted on an acceleration sled, and kinematics were recorded with high speed video. Testing variables included 1) with or without a halo orthotic and 2) with a standard booster seat or a commercially available harness vest. Results: The halo orthotic reduced flexion and extension but was associated with increased rotation, especially in the condition of a halo orthotic with a standard booster seat. Increased cervical distraction was noted with the halo orthotic, and this was especially increased in the condition of a halo orthotic with the harness vest. Conclusions: The biomechanics of a child involved in a motor vehicular collision may be dramatically altered with a halo orthotic, as modeled by an acceleration sled test. While cervical spine flexion and extension are reduced with the halo orthotic, rotation appears to increase. Immobilization from a halo orthotic also appears to increase cervical distraction, especially when used in conjunction with a harness vest. Further testing is needed to determine the safest restraints for this small, but at-risk, population.

Best Practices for Conducting Physical Reconstructions of Head Impacts in Sport.

Physical reconstructions are a valuable methodology for quantifying head kinematics in sports impacts. By recreating the motion of human heads observed in video using instrumented test dummies in a laboratory, physical reconstructions allow for in-depth study of real-world head impacts using well-established surrogates such as the Hybrid III crash test dummy. The purpose of this paper is to review all aspects of the physical reconstruction methodology and discuss the advantages and limitations associated with different choices in case selection, study design, test surrogate, test apparatus, text matrix, instrumentation, and data processing. Physical reconstructions require significant resources to perform and are therefore typically limited to small sample sizes and a case series or case-control study design. Their accuracy may also be limited by a lack of dummy biofidelity. The accuracy, repeatability, and sensitivity of the reconstruction process can be characterized and improved by good laboratory practices and iterative testing. Because wearable sensors have their own limitations and are not available or practical for many sports, physical reconstructions will continue to provide a useful and complementary approach to measuring head acceleration in sport for the foreseeable future.

Mystical Emulations, Inverted Echoes

Mystical Emulations, Inverted Echoes

Maladjustment of pressure settings of a programmable shunt valve by electromagnetic door locks in Forensic Psychiatry – a case report

IntroductionMaladjustments and failures of programmable ventriculo-peritoneal shunts have been reported in patients encountering powerful electromagnetic fields, e. g. MRI.We describe the case of a 53-year old man treated for hydrocephalus with a programmable Codman-Hakim shunt valve. During his hospitalization in Forensic Psychiatry, the patient’s valve pressure setting changed randomly despite frequent reprogramming and surveillance.ObjectivesMaladjustments and failures of programmable ventriculo-peritoneal shunts have been reported in cases in which patients have encountered powerful electromagnetic fields, e.g., MRI. Through a case, this study shows easy maladjustment of a Codman-Hakim programmable valve also by small magnetic fields from everyday life.MethodsA 53-year old man presented with periventricular hydrocephalus due to aqueductal stenosis. The patient was treated with a left ventriculo-peritoneal Codman-Hakim programmable shunt valve. During his hospitalization in Forensic Psychiatry, the patient’s valve pressure setting changed randomly, presumably by walking through electromagnetically controlled doors of a hospital ward. With a test dummy, changes in pressure settings were tracked.ResultsBoth - pressure settings of the patient’s Codman-Hakim programmable valve as well as pressure settings of a new valve - were unwantedly modified simply by walking through standard doors in a hospital ward.ConclusionsThus already weak magnetic fields (&lt; 200 mT) might cause changes in the pressure settings of programmable shunt valves and therefore lead to maladjustment. Patients should be informed and pay attention to using everyday life’s devices, like rod magnets or mobile phones.DisclosureNo significant relationships.

THOR-05F Response in Sled Tests Inducing Submarining and Comparison with PMHS Response Corridors.

The Test Device for Human Occupant Restraint (THOR) is an advanced crash test dummy designed for frontal impact. Originally released in a 50th percentile male version (THOR-50M), a female 5th version (THOR-05F) was prototyped in 2017 (Wang et al., 2017) and compared with biofidelity sub-system tests (Wang et al., 2018). The same year, Trosseille et al. (2018) published response corridors using nine 5th percentile female Post Mortem Human Subjects (PMHS) tested in three sled configurations, including both submarining and non-submarining cases. The goal of this paper is to provide an initial evaluation of the THOR-05F biofidelity in a full-scale sled test, by comparing its response with the PMHS corridors published by Trosseille et al. (2018). Significant similarities between PMHS and THOR-05F were observed: as in Trosseille et al. (2018), the THOR-05F did not submarine in configuration 1, and submarined in configurations 2 and 3. The lap belt tension and seat forces were similar in magnitude. For configurations 2 and 3, the pelvis excursions were of the same order of magnitude between both human surrogates. However, significant differences were also observed: compared to the PMHS, the THOR-05F showed shoulder belt forces that were 1.6 to 2.1 times higher in magnitude, and lap belt force time histories that were delayed by 10 to 20 ms. In configuration 1, the chest and pelvis resultant accelerations of the dummy were delayed as well, and the pelvis excursion and rotation more than doubled that of the PMHS.

Comparison of the Injury Mechanism between Pregnant and Non-Pregnant Women Vehicle Passengers Using Car Crash Test Dummies.

This paper analyzes the kinematics and applied forces of pregnant and non-pregnant women dummies sitting in the rear seat during a frontal vehicle collision to determine differences in the features of abdominal injuries. Sled tests were conducted at 29 and 48 km/h with pregnant and non-pregnant dummies (i.e., MAMA IIB and Hybrid III). The overall kinematics of the dummy, resultant acceleration at the chest, transrational acceleration along each axis at the pelvis, and loads of the lap belt and shoulder belt were examined. The belt loads were higher for the MAMA IIB than for the Hybrid III because the MAMA IIB had a higher body mass than the Hybrid III. The differences in the lap belt loads were 1119 N at 29 km/h and 1981–2365 N at 48 km/h. Therefore, for restrained pregnant women sitting in the rear seat, stronger forces may apply to the lower abdomen during a high-velocity frontal collision. Our results suggest that for restrained pregnant women sitting in the rear seat, the severity of abdominal injuries and the risk of a negative fetal outcome depend on the collision velocity.