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Добірка наукової літератури з теми "Head restraints"

Автор: Grafiati

Опубліковано: 10 січня 2023

Оновлено: 28 січня 2023

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Статті в журналах з теми "Head restraints"

1

HUANG, SHYH-CHOUR, and RONALD L. HUSTON. "INFLUENCE OF THE HEAD RESTRAINT POSITION ON DYNAMIC RESPONSE OF THE HEAD/NECK SYSTEM UNDER WHIPLASH LOADING." Biomedical Engineering: Applications, Basis and Communications 15, no. 04 (August 25, 2003): 164–69. http://dx.doi.org/10.4015/s1016237203000250.

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The objective of this paper is to present modeling and simulation of the effect of head restraint position on head/neck dynamics in rear-end motor vehicle collisions. Although individual injury tolerance levels vary, it is believed that properly positioned head restraints can be beneficial in reducing injury. The paper discusses the effects of restraint positioning by simulating a series of rear-end collisions using a finite-segment (lumped-mass) model of the human frame. It is found that proximity of the restraint to the head is the principal factor in preventing harmful whiplash motion. The findings suggest that "smart" head restraints could therefore significantly reduce whiplash induced injuries.

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2

Braddick, M. R., and G. Love. "Car head restraints." BMJ 301, no. 6749 (September 1, 1990): 440. http://dx.doi.org/10.1136/bmj.301.6749.440.

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3

Gentle, C. R., W. Z. Golinski, and F. Heitplatz. "Computational studies of ‘whiplashg’ injuries." Proceedings of the Institution of Mechanical Engineers, Part H: Journal of Engineering in Medicine 215, no. 2 (February 1, 2001): 181–89. http://dx.doi.org/10.1243/0954411011533742.

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The term ‘whiplash’ was initially used to describe injuries to the neck caused by the head being forced backwards during a rear-end collision in cars without head restraints. The addition of head restraints in the 1970s was expected to solve this problem by preventing excessive extension of the neck but experience suggests the problem still exists. This paper reviews available experimental studies of whiplash and uses the data to construct a finite element model which is capable of dynamically simulating whiplash collisions and predicting the forces in all the relevant neck ligaments. For the first time, it is shown that trauma occurs long before the head hits the head restraint as a result of displacement between the head and the torso caused by the head's inertia leading to markedly different acceleration histories. It is concluded that experimental and computational studies must be used together to produce progress in biomechanical studies.

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4

O’Neill, Brian. "Head restraints—the neglected countermeasure." Accident Analysis & Prevention 32, no. 2 (March 2000): 143–50. http://dx.doi.org/10.1016/s0001-4575(99)00057-3.

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5

Ferrari, Robert. "Putting head restraints to rest." Accident Analysis & Prevention 33, no. 5 (September 2001): 685–86. http://dx.doi.org/10.1016/s0001-4575(00)00072-5.

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6

Latchford, J., and E. C. Chirwa. "Airbag head restraint system." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 214, no. 3 (March 1, 2000): 229–41. http://dx.doi.org/10.1243/0954407001527385.

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Анотація:

The function of a head restraint system is to prevent injurious hyperextension of the occupant's neck in the event of a road vehicle rear end impact, and thus it must have adequate stiffness to limit the movement of the head relative to the torso. Also, it should absorb the kinetic energy progressively so that the head does not sustain any injury and does not roll on the cushion. Practically, a well-designed head restraint will have an optimum balance of these features and thereby offer adequate protection for both the head and the neck. This paper presents some pioneering thinking on head restraint design and develops criteria for qualifying the systems. It presents an airbag head restraint system that has optimum stiffness and good potential for reducing head and neck injuries suffered through rear end collisions. It also presents the results of experimental tests conducted on this novel airbag head restraint system and on several randomly selected existing head restraints. Furthermore, analysis of energy absorption capabilities, head injury criterion (HIC) values and a new criterion, called the equivalent impact power criterion (EIPC), is developed in order to quantify the relation between the rate at which energy is imparted to the head during the impact cycle and injury severity. Current test results show that, the lower the EIPC, the better is the head restraint system and the less is the risk of whiplash and head injuries. Moreover, the work has quantified a number of variables, including the optimum stiffness, as the factors governing the severity of injury to the occupant in a rear impact scenario.

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7

Yang, Yi, Hu Huang, and Ji Chang Wang. "Design of Strength of the Seats and Head Restraints Testing System." Applied Mechanics and Materials 48-49 (February 2011): 397–400. http://dx.doi.org/10.4028/www.scientific.net/amm.48-49.397.

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designed a equipment for testing the strength of seats and head restraints, the equipment can testing the seats and head restraints with the standard of GB 11550-1995 5.2. The equipment was composed of one upper cylinder elevating system, a beam elevating system, two load cylinders and a hydraulic station. In addition to designed the principle of the hydraulic system.

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8

Morris, F. "Do head-restraints protect the neck from whiplash injuries?" Emergency Medicine Journal 6, no. 1 (March 1, 1989): 17–21. http://dx.doi.org/10.1136/emj.6.1.17.

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9

Minton, R., P. Murray, W. Stephenson, and C. S. B. Galasko. "Whiplash injury — are current head restraints doing their job?" Accident Analysis & Prevention 32, no. 2 (March 2000): 177–85. http://dx.doi.org/10.1016/s0001-4575(99)00092-5.

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10

Jiang, Tao, Gui Lin Zhang, Hui Min Li, and Min Li. "Energy Absorption Device with Pendulum of Automobile Seats Head Restraints." Applied Mechanics and Materials 631-632 (September 2014): 774–78. http://dx.doi.org/10.4028/www.scientific.net/amm.631-632.774.

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According to the key parameters of automobile seats’ pendulum machine, a calculating method considering the anti-collision is proposed. Then the mathematical modeling of the pendulum system with actual working condition is established based on rigid body dynamical theories. With the momentum law and collision theory, a equation describes what condition for the center of collision and the point of impact to coincidence is derived. For system optimization, the minimal pendulum weight is taken as the objective function, multiple parameters as design variables, the pendulums’ optimum parameters are calculated by using mixed penalty function method.

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Дисертації з теми "Head restraints"

1

Hammer, Mikael, Gustav Haraldson, and Lisa Belfrage. "Evaluation of Saab anti-whiplash system SAHR (Saab Active Head Restraint) generation II." Thesis, Halmstad University, School of Business and Engineering (SET), 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:hh:diva-1621.

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2

Desai, Dhanvin Sunil. "The Effect of Head Restraint Material Properties, Initial Backset, and T1 Acceleration Magnitude on the Risk of Whiplash Injury: A Finite Element Study." University of Toledo / OhioLINK, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1373372342.

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3

Andrei, Ariana R. "Firing characteristics of central vestibular neurons in response to angular rotation in the head-restrained rat." Thesis, McGill University, 2005. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=97893.

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Although an extensive body of literature exists describing the properties of cells found in the primate vestibular nuclei (VN), the rat vestibular nuclei have not been explored in a comparable manner in order to allow for meaningful comparisons. Previous single-unit experiments in rat VN did not track eye movements and were performed in anesthetized or paralyzed preparations. This study characterizes the properties of vestibular-related cells in awake, behaving rats, using standard single-unit methodology, and video oculography to monitor eye movements, thus providing the first description that is comparable to the primate literature. Male, Long-Evans rats were head restrained and sinusoidally rotated at frequencies ranging from 0.1-1.0Hz, reaching a maximum velocity of 100 deg/sec. Eye position sensitivity was assessed by recording cell activity as the rat fixated at different locations. We show the presence of cells that are sensitive only to vestibular stimulation, equivalent to vestibular-only cells in primates. These cells have no eye sensitivity, and show a moderate increase in head velocity sensitivity with increasing stimulus frequency. Additionally, we show the presence of cells with eye movement-related sensitivities that bear a close resemblance to primate eye-head neurons. These results suggest that the rat vestibular nuclei may contain a similar cross section of cells as those found in the primate vestibular nuclei. These results shed light on the type of information in the vestibular nuclei that is available for other upstream systems, and is particularly relevant to spatial orientation, which has been shown to depend on vestibular input.

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4

Jóhannsdóttir, Steinunn Kristín. "Evaluation of Head and Neck Injuries during Misuses of Child Restraint Systems : Simulations of Car Accidents Performed with the PIPER Child Model." Thesis, KTH, Skolan för kemi, bioteknologi och hälsa (CBH), 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-261395.

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Car collisions are, unfortunately, not uncommon and cause 1.35 million deaths each year worldwide. Children are often occupants in cars and to ensure their safety, child restraint systems (CRSs) have been developed. However, CRSs need to be used correctly to be efficient. Several studies, such as field investigations and Q-dummy tests, have shown that a misuse of a CRS can increase the risk of injuries. Typical misuses for a forward-facing CRS and a booster seat, with two real accident parameters, were constructed and simulated using the PIPER child human body model. The kinematics of each case were compared with injury parameters of the head, neck and abdomen. Comparing the parameters to existing injury criteria showed that most of the cases end in AIS3+ head injury, even cases with no misuse. When comparing the results of misuses to the cases where the CRS was correctly used, the dominant result was that misuse resulted in being less effective to protect the child. Moreover, results of chosen misuses compared to Q-dummy tests correlated with their results. Results from this thesis illustrate how important it is for parents to restrain children and route the belt correctly.

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5

Hösthagen, Anders. "Thermal Crack Risk Estimation and Material Properties of Young Concrete." Licentiate thesis, Luleå tekniska universitet, Byggkonstruktion och brand, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-65495.

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This thesis presents how to establish a theoretical model to predict risk of thermal cracking in young concrete when cast on ground or an arbitrary construction. The crack risk in young concrete is determined in two steps: 1) calculation of temperature distribution within newly cast concrete and adjacent structure; 2) calculation of stresses caused by thermal and moisture (due to self-desiccation, if drying shrinkage not included) changes in the analyzed structure. If the stress reaches the tensile strength of the young concrete, one or several cracks will occur. The main focus of this work is how to establish a theoretical model denoted Equivalent Restraint Method model, ERM, and the correlation between ERM models and empirical experiences. A key factor in these kind of calculations is how to model the restraint from any adjacent construction part or adjoining restraining block of any type. The building of a road tunnel and a railway tunnel has been studied to collect temperature measurements and crack patterns from the first object, and temperature and thermal dilation measurements from the second object, respectively. These measurements and observed cracks were compared to the theoretical calculations to determine the level of agreement between empirical and theoretical results. Furthermore, this work describes how to obtain a set of fully tested material parameters at CompLAB (test laboratory at Luleå University of Technology, LTU) suitable to be incorporated into the calculation software used. It is of great importance that the obtained material parameters describe the thermal and mechanical properties of the young concrete accurately, in order to perform reliable crack risk calculations. Therefore, analysis was performed that show how a variation in the evaluated laboratory tests will affect the obtained parameters and what effects it has on calculated thermal stresses.

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6

Li, Yu-Chuan, and 李玉傳. "Enhancement and Restraint ofDehumidification Heat Transfer with Surface Treatments." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/11393024273969920528.

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碩士
國立臺灣大學
生物產業機電工程學研究所
101
Dehumidification heat transfer is a phase-change process, which is expected to have a higher heat transfer efficiency. As a result, it’s expected to achieve high heat transfer efficiency through enhancing the dehumidification. In addition, the occurrence of dehumidification can cause indoor humidity drops, and also body discomfort due to the excessive dry air. This shows that people on different occasions have different needs of the enhancement and restraint of dehumidification. In this study, Al-5083 was used as original surface with ten surface treatment including coating with SiO2 solution, roughing with Silica sand, coating with polymer bonding with OEGMA, coating with DLC, Anodizing, plasma treatment, roughing with Carborundum, coating with polymer, coating with carbon nanotube dispersions and coating with TEFLONR. Parallel synchronization dehumidification experiments with a modified surface and an original surface as a control group were conducted to discuss the different surface properties of the affectivity of the dehumidification heat transfer. Dehumidification surface by observing with microscope, measuring contact angle, topography with AFM, calculating surface roughness and surface heat flux, detecting onset of dehumidification and comparing durability was discussed in this paper. The maximum contact angle, 104o was achieved by coating with TEFLONR, the minimum contact angle, 3.9o was achieved by coating with SiO2 solution between these ten surface treatments. The results showed that the formation of DWC is prefer greater contact angle, otherwise FWC will be formed. Reduce the contact angle made nucleation occurred early. Increase the contact angle made nucleation occurred later. Coating TEFLON showed the best delay effect, and the onset of nucleation delayed by 0.75oC. Coating polymer with bonding OEGMA showed the best advance effect, and the onset of nucleation advanced by 0.45oC. Compared to hydrophobic surfaces, hydrophilic surface is easier to nucleate. Not only made nucleation occurred early, but also raised nucleation rate. More latent heat transfer to the surface make the heat flux of hydrophilic surface rising rapidly in the beginning of dehumidification and the turning of the heat flux curve become more apparent.

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7

KE, CHING-CHANG, and 柯慶彰. "Study of the Geometric Optimization of Vehicle Head Restraint Bracket by Using Taguchi Method." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/82571516367387849672.

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碩士
國立彰化師範大學
機電工程學系
100
Along with the automobile industry vigorous development, the car accidents become more and more frequently. The rear collision of the vehicle accounts for a big proportion of traffic accident death. Therefore, how to keep the automotive head restraint safety to protect the occupant's head and reduce the head injuries caused by the rear collision is an important issue . This study will focus on the headrestraint bracket structure of the vehicle. And the method of optimizing the structure geometry which will reduce the risk of injury for the occupant's head . The head restraint of UNECE(United Nations Economic Commission for Europe) regulation No.25, sets out the test standard for the head restraint safety. The one of it is headform impact test. This test simulates the occupant's head to withstand the energy of the impact . In this study, the vehicle head restraint bracket structure is disussed an want through this standard. In this study, finite element method is used to analyze the impact of the occupant's head. The study can be divided into three steps. First, a specific structure of the head restraint bracket is selected and the material properties of the bracket is obtained, according to the impact test of the UNECE No. 25. Test on the head restraint bracket is serified to obtain the energy absorption value. The second step is to create a finite element model of the head restraint bracket structure. Comparisons of the model and test results are to ensure the model with authenticity. Finally, to improve the head restraint bracket structure design is the third step, Application of Taguchi method is used the to optimize head restraint geometry for reducing the impact of head injury.

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8

Lewis, Simone. "Low Severity Neck Injury from Side Impact." Thesis, 2018. https://vuir.vu.edu.au/42155/.

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Typically, whiplash (low severity neck injury of for short LSNI) is associated with rear impacts. Due to this, there is a wide body of research investigating the mechanism of LSNI as a result of rear impact. Detailed studies into the prevalence of low severity neck injury show that this injury also occurs in front and side impacts (Stryke et al. 2012, Teamming et al., 1998, Jakobsson 1998, Morris et al., 1996, v Koch et. al. 1995,). This thesis is an investigation into low severity neck injury resulting from side impacts. An initial investigation into the Monash University Accident Research Centre database (Australia) and the Loughborough University Co-operative Crash Investigation Study (UK) was undertaken to identify the typical factors associated with LSNI from side impacts. These factors were then used to determine the real-world cases to be reconstructed later in the thesis. As the occupants involved in side impacts are exposed to large lateral accelerations that do not occur in rear impacts, the factors that are associated with LSNI from rear impact cannot automatically be assumed to be a relevant in side impacts. This thesis makes a contribution to research by identifying the factors associated with LSNI that are unique to this side impact. This work can guide future research into the development of human surrogates/ human models to ensure that they more accurately replicate side impacts at multiple impact angles (such as oblique angles), as this thesis shows that LSNI occurs at various side impact angles and not just at 90 degrees. A MADYMO human body model with detailed neck was used to simulate driver response in side impacts. To verify the output from the model, results from post mortem human subjects (PMHS) and live human volunteers, were used for comparison. The impact angles investigated in these trials were 90 degree lateral and 45 degree oblique. Six real world crashes were reconstructed using computer simulations undertaken in MADYMO (Mathematical Dynamic Modelling) and HVE (Human, Vehicle, Environment). Three different impact angles were analysed, namely 90 degree lateral near side, 90 degree lateral far side and 45 degree oblique near side. For each impact angle, two cases were reconstructed, one with an occupant receiving a low severity neck injury, and the other was a control case where the occupant did not receive a low severity neck injury. The methodology used in this thesis of determining crash acceleration (crash pulse) by using HVE has been used previously by researchers (Franklyn et al. 2003, 2005a, 2005b and Hasija et al. 2007, 2009) to investigate head injury. Hasija et al. (2007, 2009), when investigating head injury also programmed the determined the crash pulse (from HVE) into a MADYMO to reconstruct the occupant mechanics using a crash test dummy model.

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Книги з теми "Head restraints"

1

Desapriya, Ediriweera. Head restraints and whiplash: The past, present, and future. New York: Nova Science Publishers, 2010.

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2

Ediriweera, Desapriya, ed. Head restraints and whiplash: The past, present, and future. Hauppauge, N.Y: Nova Science Publishers, 2010.

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3

United Nations Conference on Trade and Development. Intergovernmental Group of Experts on Restrictive Business Practices. Report of the Intergovernmental Group of Experts on Restrictive Business Practices on its Eighth Session, held at the Palais des Nations, Geneva, from 23 to 27 October 1989. Geneva: United Nations, 1990.

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4

1957-, Eisenach Jeffrey A., Lenard Thomas M, and Progress & Freedom Foundation (U.S.), eds. Competition, innovation, and the Microsoft monopoly: Antitrust in the digital marketplace : proceedings of a conference held by the Progress & Freedom Foundation in Washington, DC, February 5, 1998. Boston, Mass: Kluwer Academic Publishers, 1999.

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5

Library, The Law. Federal Motor Vehicle Safety Standards - Head Restraints. CreateSpace Independent Publishing Platform, 2018.

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6

Four Points Restraints: Demon in My Head. Independently Published, 2017.

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7

Bird, Wendell. The Revolution in Freedoms of Press and Speech. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780197509197.001.0001.

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This book discusses the revolutionary broadening of concepts of freedoms of press and speech in Great Britain and in America during the quarter century before the First Amendment and Fox’s Libel Act. The conventional view of the history of freedoms of press and speech is that the common law since antiquity defined those freedoms narrowly. In that view, Sir William Blackstone in 1769, and Lord Chief Justice Mansfield in 1770, faithfully summarized that common law in giving very narrow definitions of those freedoms as mere liberty from prior restraint and not as liberty from punishment after printing or speaking (the political crimes of seditious libel and seditious speech). Today, that view continues to be held by neo-Blackstonians, and remains dominant or at least very influential among historians. Neo-Blackstonians claim that the Framers used freedom of press “in a Blackstonian sense to mean a guarantee against previous restraints” with no protection against “subsequent restraints” (punishment) of seditious expression. Neo-Blackstonians further claim that “[n]o other definition of freedom of the press by anyone anywhere in America before 1798” existed. This book, by contrast, concludes that a broad definition and understanding of freedoms of press and speech was the dominant context of the First Amendment and of Fox’s Libel Act. Its basis is hundreds of examples of a broad understanding of freedoms of press and speech, in both Britain and America, in the late eighteenth century. For example, a book published in London in 1760 by a Scottish lawyer, George Wallace, stated that it is tyranny “to restrain the freedom of speculative disquisitions,” and because “men have a right to think for themselves, and to publish their thoughts,” it is “monstrous … under the pretext of the authority of laws, which ought never to have been enacted … attempting to restrain the liberty of the press” (seditious libel law). This book also challenges the conventional view of Blackstone and the neo-Blackstonians. Blackstone and Mansfield did not find any definition in the common law, but instead selected the narrowest definition in popular essays from the prior seventy years. Blackstone misdescribed it as an accepted common law definition, which in fact did not exist, and a year later Mansfield inserted a similar definition into the common law for the first time. Both misdescribed that narrow definition and the unique rules for prosecuting sedition as ancient. They were leading a counter-revolution, cloaked as a summary of a narrow and ancient common law doctrine that was neither.

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8

Allan, Fels, and Business Law Education Centre (South Melbourne, Vic.), eds. Trade practices in 1992: Papers delivered at a BLEC workshop held in May 1992. South Melbourne, Vic., Australia: BLEC Books, 1992.

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9

Lucienne, Layton, and Business Law Education Centre (South Melbourne, Vic.), eds. Restrictive trade practices: Papers delivered at BLEC workshop held in May 1991. South Melbourne, Vic: BLEC Books, 1991.

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10

Authority, Police Complaints, ed. Safer restraint: Report of the conference held in April 2002 at Church House, Westminster. London: Police Complaints Authority, 2002.

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Частини книг з теми "Head restraints"

1

Tekade, Radhika, Girish Ramteke, and P. V. Kane. "Analysis of Design of Head Restraints of Car Seat Considering Indian Anthropometry." In Lecture Notes in Mechanical Engineering, 653–63. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-1769-0_59.

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2

Ming, Dong. "Optimization of Passive Head Restraint for IIHS Low Speed Rear Impact." In Lecture Notes in Electrical Engineering, 257–68. Berlin, Heidelberg: Springer Berlin Heidelberg, 2012. http://dx.doi.org/10.1007/978-3-642-33805-2_21.

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3

Wienisch, Martin, David G. Blauvelt, Tomokazu F. Sato, and Venkatesh N. Murthy. "Two-Photon Imaging of Neural Activity in Awake, Head-Restrained Mice." In Neuromethods, 45–60. Totowa, NJ: Humana Press, 2011. http://dx.doi.org/10.1007/7657_2011_18.

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4

Crochet, Sylvain. "Intracellular Whole-Cell Patch-Clamp Recordings of Cortical Neurons in Awake Head-Restrained Mice." In Neuromethods, 219–35. Totowa, NJ: Humana Press, 2011. http://dx.doi.org/10.1007/7657_2011_7.

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5

Yang, Guang, Feng Pan, Paul C. Chang, Frank Gooden, and Wen-Biao Gan. "Transcranial Two-Photon Imaging of Synaptic Structures in the Cortex of Awake Head-Restrained Mice." In Methods in Molecular Biology, 35–43. Totowa, NJ: Humana Press, 2013. http://dx.doi.org/10.1007/978-1-62703-411-1_3.

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6

Hansson, Sven Ove. "Liberty, Paternalism, and Road Safety." In The Vision Zero Handbook, 205–42. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-76505-7_6.

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AbstractTraffic safety measures such as seat belts, helmets, and speed limits have often been opposed by people claiming that these measures infringe on their liberty. Safety measures are often described as paternalistic, i.e., as protecting people against their own will. This chapter provides a historical account of such criticism of safety measures, beginning with nineteenth-century opposition to sanitation measures, which were claimed to threaten the freedom to drink dirty water. The historical analysis has a surprising conclusion: Opposition to safety measures does not seem to have much to do with paternalism. Some measures that would typically be described as paternalistic, such as seat belts in commercial aviation and hard hats on construction sites, have met with no significant opposition. In contrast, some of the most vehemently opposed measures, such as speed limits and the prohibition of drunk driving, cannot with any vestige of credibility be described as paternalistic. This is followed by an analysis showing that due to our tendency to follow examples set by others (herd effects), purely self-affecting behavior is much less common than what has usually been assumed. Most of the opposition to safety measures in road traffic seem to result from some individuals’ desires to engage in activities that endanger other people’s lives. The social need to restrain the satisfaction of such desires is obvious.

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7

Hansson, Sven Ove. "Liberty, Paternalism, and Road Safety." In The Vision Zero Handbook, 1–38. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-23176-7_6-2.

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AbstractTraffic safety measures such as seat belts, helmets, and speed limits have often been opposed by people claiming that these measures infringe on their liberty. Safety measures are often described as paternalistic, i.e., as protecting people against their own will. This chapter provides a historical account of such criticism of safety measures, beginning with nineteenth-century opposition to sanitation measures, which were claimed to threaten the freedom to drink dirty water. The historical analysis has a surprising conclusion: Opposition to safety measures does not seem to have much to do with paternalism. Some measures that would typically be described as paternalistic, such as seat belts in commercial aviation and hard hats on construction sites, have met with no significant opposition. In contrast, some of the most vehemently opposed measures, such as speed limits and the prohibition of drunk driving, cannot with any vestige of credibility be described as paternalistic. This is followed by an analysis showing that due to our tendency to follow examples set by others (herd effects), purely self-affecting behavior is much less common than what has usually been assumed. Most of the opposition to safety measures in road traffic seem to result from some individuals’ desires to engage in activities that endanger other people’s lives. The social need to restrain the satisfaction of such desires is obvious.

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8

Hansson, Sven Ove. "Liberty, Paternalism, and Road Safety." In The Vision Zero Handbook, 1–38. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-23176-7_6-1.

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Анотація:

AbstractTraffic safety measures such as seat belts, helmets, and speed limits have often been opposed by people claiming that these measures infringe on their liberty. Safety measures are often described as paternalistic, i.e., as protecting people against their own will. This chapter provides a historical account of such criticism of safety measures, beginning with nineteenth-century opposition to sanitation measures, which were claimed to threaten the freedom to drink dirty water. The historical analysis has a surprising conclusion: Opposition to safety measures does not seem to have much to do with paternalism. Some measures that would typically be described as paternalistic, such as seat belts in commercial aviation and hard hats on construction sites, have met with no significant opposition. In contrast, some of the most vehemently opposed measures, such as speed limits and the prohibition of drunk driving, cannot with any vestige of credibility be described as paternalistic. This is followed by an analysis showing that due to our tendency to follow examples set by others (herd effects), purely self-affecting behavior is much less common than what has usually been assumed. Most of the opposition to safety measures in road traffic seem to result from some individuals’ desires to engage in activities that endanger other people’s lives. The social need to restrain the satisfaction of such desires is obvious.

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9

French, Kara M. "Identities of Sexual Restraint." In Against Sex, 48–71. University of North Carolina Press, 2021. http://dx.doi.org/10.5149/northcarolina/9781469662145.003.0003.

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The predisposition to categorize those who practiced sexual restraint as somehow “other” further contributed to the development of sexual restraint as a distinct sexuality in the antebellum era. Chapter 2, “Identities of Sexual Restraint,” examines what it meant to practice sexual restraint as part of one’s daily lived experience. The spiritual testimonies and memoirs of these historical subjects challenge the popularly held notion that there were no sexual “identities” prior to the late nineteenth century. Individuals practicing sexual abstinence or limitation saw themselves as distinctly different from those who did not. Grahamites especially held an awareness that sexuality was not something “natural” but what we today would call “socially-constructed.”

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10

Davies, Paul S. "22. Illegality and restraint of trade." In JC Smith's The Law of Contract. Oxford University Press, 2018. http://dx.doi.org/10.1093/he/9780198807810.003.0022.

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This chapter analyses the law on illegality and restraint of trade. The law on illegality is very complicated. Illegal acts vary greatly in range and severity. The Supreme Court has recently held that a ‘range of factors’ need to be considered when deciding whether the claimant’s illegality should defeat a claim, and it is likely that the law will become increasingly flexible in this area. Restraint of trade is concerned with balancing the competing rights of private parties, notably the employer’s right to expect a certain degree of loyalty as regards his business against the employee’s freedom to leave his employment and to undertake new business activities. The key consideration tends to be whether restraint of trade clauses are reasonable.

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Тези доповідей конференцій з теми "Head restraints"

1

Richards, Marv. "Advanced Seat Belt System for Occupant Restraint." In Vertical Flight Society 78th Annual Forum & Technology Display. The Vertical Flight Society, 2022. http://dx.doi.org/10.4050/f-0078-2022-17502.

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Current passive occupant restraints do not adequately restrict upper torso/head motion during a crash, especially with a combined forward and vertical acceleration component. The belt geometry of conventional webbing restraints allows the upper torso to rotate forward, increasing the probability of secondary impacts. In addition to the suboptimal belt geometry issues, some occupants are not familiar with the current 4-point and 5-point restraints. Safe, Inc. has developed a passive restraint system with improved belt routing geometry to reduce the occupant's motion and resulting injury risk. The restraint supplements the familiar automotive 3-point restraint system with a second, mirror image diagonal shoulder belt to provide upper torso restraint in all directions. It is intuitive to don with minimal installation instruction to encourage more frequent and proper use. The restraint would be beneficial to all vehicle types and is well suited for the emerging Urban Air Mobility (UAM) platforms.

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2

Marshall, Rob, Paul Altamore, Wei-Pin Wu, and Jan A. Griffioen. "A Comparison of Mathematical Neck Models for Rear Impact Occupant Simulation." In ASME 1999 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1999. http://dx.doi.org/10.1115/imece1999-0957.

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Abstract Occupant injury in automobile rear-end collisions is becoming one of the most costly and aggravating traffic safety problems. Designing seat and head restraints to help limit injury associated with rear-end impact can become more efficient by using new mathematical modeling techniques. Using the facet surface modeling technique in MADYMO a model is developed that captures the interaction between occupants and seat/head restraints with a high degree of geometric accuracy while maintaining efficient computer run times. One such model is validated using a prototype seat/head restraint and the TRID (TNO Rear Impact Dummy), both using facet surface techniques. From this model a study is done to compare the results of the TRID model and the results from a Hybrid III model with the results from a Human neck model. This study is performed in several different head restraint positions.

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3

Baker, Gregg S. "Comparative Performance of Racing Head and Neck Restraints." In Motorsports Engineering Conference & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2006. http://dx.doi.org/10.4271/2006-01-3631.

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4

Melvin, John W., Paul C. Begeman, and Craig D. Foster. "Sled Test Evaluation of Racecar Head/Neck Restraints." In Motorsports Engineering Conference & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2002. http://dx.doi.org/10.4271/2002-01-3304.

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5

Melvin, John W., Paul C. Begeman, and Craig D. Foster. "Sled Test Evaluation of Racecar Head/Neck Restraints Revisited." In Motorsports Engineering Conference & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2004. http://dx.doi.org/10.4271/2004-01-3516.

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6

Parkinson, Matthew B., and Matthew P. Reed. "Improved Head Restraint Design for Safety and Compliance." In ASME 2006 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2006. http://dx.doi.org/10.1115/detc2006-99429.

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The National Highway Traffic Safety Administration (NHTSA) recently revised Federal Motor Vehicle Safety Standard (FMVSS) 202, which governs head restraints. The new standard, known as FMVSS 202a, establishes for the first time in the U.S. a requirement for the fore-aft position of the head restraint. The fore-aft distance between the head restraint and headform representing a midsize male occupant must not exceed 55 mm when measured with the seat back angle set to 25 degrees. The goal of the rule change is to reduce the incidence of whiplash-associated disorders caused by rear impacts. Moving the head restraint closer to the head prior to impact decreases the amount of relative motion between the occupants’ heads and torsos and is believed to decrease the risk of soft-tissue neck injury. As manufacturers phase in seats that meet the new criterion, some vehicle models are producing complaints from drivers that the head restraint causes discomfort by interfering with their preferred head position, forcing them to select a more reclined seat back angle than they would prefer. To address this issue, an analysis of driver head locations relative to the seat was conducted using a new optimization-based framework for vehicle interior optimization. The approach uses simulations with thousands of virtual occupants to quantity distributions of postural variables of interest. In this case, the analysis showed that smaller-stature occupants are disproportionately likely to experience head-position interference from a head restraint that is rigidly affixed to the seat back. Using an analysis approach that considers both postural and anthropometric variability, design guidelines for the kinematics of an articulated head restraint are proposed. Such a restraint would provide optimal head restraint positioning across occupant sizes while minimizing interference.

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7

Abdelilah, Yasmina, Chris Sherwood, Rob Marshall, Sivaraman Gopalan, and Jeff Crandall. "The Effects of Head Padding in Rear Facing Child Restraints." In SAE 2005 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2005. http://dx.doi.org/10.4271/2005-01-1839.

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8

Locke, Gerald, and Arjun Yetukuri. "Benefits of Active Head Restraints for Compliance to Rear Impact Test Requirements." In SAE World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2007. http://dx.doi.org/10.4271/2007-01-0371.

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9

Kaleto, Helen A., and Michael J. Worthington. "Proposed Upgrade to Federal Motor Vehicle Safety Standard (FMVSS) 202 - Head Restraints: Methodology and Equipment." In SAE 2004 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2004. http://dx.doi.org/10.4271/2004-01-0739.

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10

Shanbhag, Ganesh. "Pedestrian head injury prediction based on vehicle section image using machine learning." In FISITA World Congress 2021. FISITA, 2021. http://dx.doi.org/10.46720/f2021-pif-066.

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Child occupant injury performance evaluation is integral part of most Consumer based and Insurance based vehicle safety evaluation protocols worldwide. New CAR Assessment Protocols (NCAP) now have separate ratings exclusively to evaluate Child dummy performance for different test scenarios like Frontal ODB, Full frontal, Side MDB and Side Pole etc. Hence all vehicle equipment manufacturers have need and focus of maximizing child injury performance in vehicles. Sled tests are proven method of optimizing various restraint systems like Seat belts, Driver Airbags, Passenger Airbags, Steering columns and Seats etc. Obvious benefits sled tests is that single fixture can be used for multiple tests, thereby avoiding the need of multiple vehicles in development stage which are quite expensive at early stages of vehicle development. For frontal type of impact cases, acceleration or deceleration based sled tests can be used depending on test facility available. In typical frontal impact scenarios like Frontal impact with rigid wall, Offset barrier impact or Pole impacts vehicle will be subjected to Pitching, Yawing and Rolling motion before bouncing back motion. Obviously, the motions are pronounced as we move front of vehicle to rear end. (from first row to second row and third row if any etc) Sled tests are conventionally used for tuning restraints in first row of occupants with good correlation, as effect of pitch, roll and yaw motions in first row are relatively less. However, as one move to second row, effect of pitching and rolling motions experienced by dummies are relatively high. Hence one should be careful of results from sled test. In the present study an attempt is made to simulate child injury performance of P3 dummy positioned on second row seat on defined child seat for 64 kmph frontal Offset deformed barrier type test. Sled pulses are carefully tuned to capture key injury patterns. Thence restraint parameters are tuned to improve child dummy injuries. In the last part of study correlated sled model will be used to compare P3 series child dummies vs Q3 series of child dummies. A comparative study of P3 vs Q3 dummies will be presented for a given vehicle pulse.

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Звіти організацій з теми "Head restraints"

1

Volunteer Kinematics and Reaction in Lateral Emergency Maneuver Tests. SAE International, November 2013. http://dx.doi.org/10.4271/2013-22-0013.

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It is important to understand human kinematics and muscle activation patterns in emergency maneuvers for the design of safety systems and for the further development of human models. The objective of this study was to quantify kinematic behavior and muscle activation in simulated steering tests in several realistic conditions. In total 108 tests were performed with 10 volunteers undergoing purely lateral maneuvers at 5 m/s2 deceleration or simulated lane change maneuvers at 5 m/s2 peak acceleration and peak yaw velocity of 25 °/s. Test subjects were seated on a rigid seat and restrained by a 4-point belt with retractor. Driver subjects were instructed to be relaxed or braced and to hold the steering wheel while passenger subjects were instructed to put their hands on their thighs. Subjects were instrumented with photo markers that were tracked with 3D high-speed stereo cameras and with electromyography (EMG) electrodes on 8 muscles. Corridors of head displacement, pitch and roll and displacement of T1, shoulder, elbow, hand and knee were created representing mean response and standard deviation of all subjects. In lane change tests for the passenger configuration significant differences were observed in mean peak of head left lateral displacement between the relaxed and the braced volunteers, i.e. 171 mm (σ=58, n=21) versus 121 mm (σ=46, n=17), respectively. Sitting in a relaxed position led to significantly lower muscle activity of the neck muscles. It was concluded that significantly more upper body motion and lower muscle activity was observed for relaxed subjects than for braced subjects.

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