Vehicular Causation Factors and Conceptual Design Modifications to Reduce Aortic Strain in Numerically Reconstructed Real World Nearside Lateral Automotive Crashes
Table 2
Latin square sampling for DOCE and output response variables; average maximum principal strain (AMPS) and maximum pressure in the aorta.
Run #
Bumper profile height
Impact position (mm)
PDOF (degrees)
Velocity (km/h)
Occupant position (mm)
Maximum simulation time (ms)
AMPS
Time at AMPS (ms)
Maximum pressure (kPa)
Time at maximum pressure (ms)
1
Low
−300
290
30
+125
56
0.1180
55
105.8
50
2
Low
−300
270
38.3
0
65
0.2240
44
113.5
46
3
High
−300
250
46.6
−125
54
0.1650
54
148.0
48
4
High
−300
310
54.9
0
33
0.0540
33
109.0
33
5
Low
0
270
54.9
0
52
0.3240
40
135.0
36
6
Low
0
290
46.6
+125
46
0.1580
44
119.6
36
7
High
0
310
30
0
78
0.0675
78
104.4
70
8
High
0
250
38.3
−125
64
0.1650
56
120.0
50
9
Low
0
310
46.6
−125
80
0.2100
60
127.6
50
10
Low
0
250
54.9
0
44
0.2580
43
117.7
42
11
High
0
290
38.3
0
44
0.0330
43
104.3
42
12
High
0
270
30
+125
70
0.1520
54
110.8
54
13
Low
+300
250
38.3
0
72
0.2300
44
113.2
48
14
Low
+300
310
30
−125
80
0.0250
78
103.0
78
15
High
+300
270
54.9
+125
36
0.2350
34
149.0
34
16
High
+300
290
46.6
0
76
0.1600
54
123.7
52
Average maximum principal strain (%) = lower surface average maximum tensile principal strain in the longitudinal axis of the aorta. AMPS and maximum strain curves for each run are presented in Figure 5.
