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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Wave slamming load inversion investigation of air cushion vehicle skirt airbags based on impulse-space superposition method</title>
      <link>https://trid.trb.org/View/2669912</link>
      <description><![CDATA[The flexible skirt airbag is the core component of air cushion vehicle, and the external load it bears under wave slamming directly affects the safety and stability of the structure. Due to the non-uniformity of wave slamming load in time and space, accurately inverting the dynamic load has become an important challenge in current research. This paper proposes a multi-region load inversion model based on impulse-space superposition method to address the inversion of spatial non-uniformly wave slamming load. The construction of the load-response relationship and the solution process of dynamic load inversion are explained. The response characteristics under unit load in a single sub-region are analyzed, and a preferred arrangement of monitoring points along the Y-direction is determined for subsequent inversion. The effects of wave slamming load duration, wave slamming load distribution and wave slamming load area on the inversion precision are discussed. As the load distribution becomes more complex and the areas are larger, the inversion error increases. Properly increasing the number of monitoring points can significantly improve inversion accuracy, especially in more complex asymmetric load scenarios. This inversion method is easy to implement and can provide valuable insights for subsequent research on load identification of air cushion vehicle flexible airbags in actual marine environments.]]></description>
      <pubDate>Tue, 26 May 2026 11:56:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669912</guid>
    </item>
    <item>
      <title>Numerical Investigation on Thorax Rib Deflections of 50th Male in Vehicle Side Oblique Pole Impact Using Human Body Model</title>
      <link>https://trid.trb.org/View/2692063</link>
      <description><![CDATA[The WorldSID-50M dummy is widely adopted in regulatory and third-party testing programs (e.g., ECE, Euro-NCAP, C-NCAP) owing to its advanced design and superior biofidelity. However, in vehicle side oblique pole crash tests involving shoulder-covered side airbags - an expanded testing modality - excessive deflection of the upper thoracic ribs was observed. Notably, this phenomenon was absent in standard side moving deformable barrier (SMDB) tests.This study pursued two core objectives: (1) to systematically document the excessive upper thoracic rib deflection of the WorldSID-50M dummy in side oblique pole crash tests; and (2) to investigate the influence of arm-thorax interaction on such deflection using a Human Body Model (HBM) representative of a 50th percentile male occupant. Numerical simulation results reveal that while arm-thorax interaction does contribute to rib deflection, its impact on the excessive deflection of the upper thoracic ribs is negligible.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692063</guid>
    </item>
    <item>
      <title>A Study on the Injury Risk of Occupant with Different Head and Neck Rotating Postures under the Frontal Impact Sled Conditions</title>
      <link>https://trid.trb.org/View/2692054</link>
      <description><![CDATA[Drivers obtain road information through head and neck rotation. In order to study the influences of head and neck rotation posture on occupant injury in frontal impact scenario, the THUMS (Total Human Model for Safety) AM50 human body model with five different head and neck rotation postures but without active muscles was adopted to study the biomechanical injury responses of occupant under the frontal impact scenario at 56 km/h in this study. Firstly, the kinematic responses of total body and head acceleration curves at the center of gravity predicted by PMHS (Post Mortem Human Subject) and THUMS AM50 human model under the sled test conditions were compared to verify the simulation model for subsequent study. Then, the THUMS AM50 human model with standard occupant seating posture was adjusted to have five different head and neck rotation postures with 0°, ±20°, and ±40° rotation angle, respectively. Finally, a series of frontal impact sled with or without airbag simulations were conducted for each THUMS AM50 human model with different head and neck rotation postures. The simulation results showed that with the increasing of head and neck rotation angle, the neck injury risk was increased while the thoracic injury risk was decreased. Regardless of whether airbags were present or absent, the model prediction for the standard posture indicated a lower injury risk. And regardless of whether the head and neck posture changed, the airbag always could provide a certain protection in that posture.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692054</guid>
    </item>
    <item>
      <title>Research on design method of active energy absorption device for pedestrian classification protection</title>
      <link>https://trid.trb.org/View/2663648</link>
      <description><![CDATA[ObjectivesIntelligent driving technology has significantly enhanced vehicle safety performance, but the risk of pedestrian–vehicle collisions remains due to the uncertainty of the road environment. As vulnerable road users, pedestrians face significant threats to their safety. In pedestrian–vehicle collisions, physiological differences between adults and children result in distinct injury patterns. Therefore, it is essential to develop targeted protection strategies for both groups. This study aims to address the problem by proposing a classification protection airbag system that can dynamically adjust the airbag parameters to be deployed in different states to achieve the classification protection of pedestrians.MethodsA pedestrian–vehicle collision numerical simulation model was established, and the general airbag was designed to protect the pedestrian. However, the general airbag failed to effectively protect the heads of an adult and child simultaneously. To address this issue, a classification protection airbag was designed, and its protection performance was investigated through finite element (FE) analysis. Additionally, an improved YOLOv5 pedestrian target detection model was proposed to realize the classification recognition for both groups. Based on the classification results, the vehicle control module can dynamically adjust the airbag parameters so that the airbag can be deployed to different states.ResultsThe general airbag 1 was effective in protecting the adult, though it caused more serious injury to the child. The general airbag 2 was effective in protecting a child, though it performed poorly in protecting an adult. It was found that the installation of classification protection airbag system can accurately identify pedestrians. Compared with the original YOLOv5 network, the precision (P), recall (R), and average precision (AP) of the improved network were increased by 3.63%, 1.42%, and 1.74% for adult recognition and 5.84%, 15.79%, and 11.86% for child recognition. Additionally, the classification protection airbag can effectively reduce the head injury of adults and children; its corresponding peak acceleration was reduced by 61.7% and 53.2%, and the head injury criterion (HIC) value was reduced by 63.4% and 31.4%.ConclusionThe active energy absorption device designed in this study can realize the classified protection of pedestrians. The research results can provide reference for the design of a pedestrian protection device.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663648</guid>
    </item>
    <item>
      <title>Analysis of Zonal and Distributed Based Architecture with MBSE Approach through Duration Simulation</title>
      <link>https://trid.trb.org/View/2624063</link>
      <description><![CDATA[Present study aims to analyze different E/E architectures trending in automotive industry currently. This study shows the comparison analysis done between zonal architecture and distributed architecture. Comparison methodology includes duration simulation performed for a vehicle feature on both architectures. Present study has adopted MBSE approach for the analysis. Study includes analysis done for distance control, airbag activation and rear park assist features developed on zonal and domain architecture. Duration simulation is also performed on same feature on both architectures. While performing duration simulation of all above features on both zonal and distributed architecture time constraints where assumed based on run time machine performance. Results shows that when only feature must be executed distributed architecture is more feasible. However, when feature has been made more updatable, upgradable and scalable Zonal architecture has been more feasible. To summarize study shows that a hybrid E/E architecture will be best feasible for new coming connected, and software defined Vehicles.]]></description>
      <pubDate>Tue, 30 Dec 2025 08:57:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2624063</guid>
    </item>
    <item>
      <title>Performance analysis of restraint systems for reclined occupant in side pole impact collisions</title>
      <link>https://trid.trb.org/View/2625333</link>
      <description><![CDATA[Safety restraint systems have enhanced occupants’ safety in case of collision. However, they are designed to protect occupants in standard sitting posture and different sitting postures are not evaluated in current legal and rating tests. The goal of this study was to address the reclined posture under oblique pole side impact conditions. Different airbag systems were proposed and analyzed for protecting reclined occupants, providing a general overview of the restraint systems performance across these conditions. Simulations were performed with a subsystem Finite Elements (FE) vehicle model developed and validated against side impact tests. A reclined occupant position was analyzed using WorldSID 50th male dummy under Euro NCAP oblique pole side impact test conditions. Three different seat-mounted side restraint system solutions optimized according to standard EuroNCAP position were proposed to enhance reclined occupant safety. Additionally, three time-to-fire strategies were considered, a conventional time-to-fire and two pre-crash triggering that lead to an earlier deployment of the restraint systems. In the reclined posture, the conventional time of activation led to higher occupant injury values for all the restraint systems proposed. As the firing time was brought forward, the measured injury values were reduced. The double side airbag head + thorax-pelvis system with a pre-crash triggering (time-to-fire −5 ms) was predicted as the safest case scoring the higher overall rating and five Euro NCAP stars. This study investigated three side airbag systems capable of providing good protection under Euro NCAP oblique pole side impact conditions (upright posture), considering triggering times earlier than conventional in combination with optimized airbag design parameters, these systems were able to provide also adequate protection (4-5 stars) in reclined occupant positions. The results showed that the airbag inflation time is significant in reclined positions.]]></description>
      <pubDate>Thu, 18 Dec 2025 15:37:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625333</guid>
    </item>
    <item>
      <title>Optimizing collision safety restraint systems for diverse drivers using multi-objective analysis</title>
      <link>https://trid.trb.org/View/2625323</link>
      <description><![CDATA[This study aims to enhance vehicle collision safety by developing and validating a simulation model and optimizing restraint system parameters based on the injury responses of both small-stature female drivers (5th percentile female dummy) and average-sized male drivers (50th percentile male dummy). A finite element simulation model of a sedan was established using Hypermesh software, incorporating a Hybrid III 50th percentile male dummy. The model was validated through sled tests and adjusted to include a Hybrid III 5th percentile female dummy, reflecting the posture of small-stature female drivers. Sensitivity analysis and multi-objective optimization were conducted using Isight software and the NSGA-II genetic algorithm, focusing on key restraint system parameters such as seatbelt load limiter, seatbelt pullout amount, seatbelt extension rate, airbag triggering time, airbag vent hole size, and airbag gas mass flow. Optimized restraint system parameters significantly reduced head and chest injuries for both male and female dummies. The head HIC15 value for the male dummy decreased from 380 to 352, and chest compression from 24.9 mm to 20.4 mm. For the female dummy, the head HIC15 value was reduced from 615 to 426, and chest compression from 23.5 mm to 17.1 mm. All injury indicators met regulatory limits. Current restraint systems designed for average-sized male drivers are inadequate for protecting small-stature female drivers. The optimized restraint system parameters significantly improve safety performance for both genders, addressing an important gap in existing research. These findings have significant implications for reducing the design cost of vehicle restraint systems and enhancing driver safety.]]></description>
      <pubDate>Thu, 18 Dec 2025 15:37:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625323</guid>
    </item>
    <item>
      <title>Possibilities for Further Development of the Airbags in the Case of Non-Conventional Seating Positions</title>
      <link>https://trid.trb.org/View/2610769</link>
      <description><![CDATA[The first ideas and experiments aimed at protecting passengers from the vehicle’s internal components with airbags date back to the 1960s. Twenty years later, the airbag appeared in series production, in December 1980, the Mercedes-Benz S-Class (W126) was the first serial production car to be equipped with a driver airbag, and since its introduction, the use of airbag technology has been uninterrupted. Airbag systems are currently regarded as almost mandatory protection systems in a vehicle. The article generally presents the development of airbags used in cars, followed by the currently used airbag folding types. After that, the article presents the simulation of the airbag deployment, its types and theoretical background, as well as the most important stages of the deployment of the airbag. In the following, the article presents the results of the research so far in the case of frontal and side crashes. The next section of the article introduces the materials capable of absorbing energy, then details the simulation model built and the airbag concept created. The last part of the article contains an evaluation of the results and the summary. The modified seat examined in the earlier phase of the research and the airbag concept that is the subject of this research also fulfill the set goals, but the latter has a great advantage.]]></description>
      <pubDate>Mon, 15 Dec 2025 10:32:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2610769</guid>
    </item>
    <item>
      <title>Exploring advanced restraint technologies for improving safety equity for rear-seat occupants using diverse human body models</title>
      <link>https://trid.trb.org/View/2617064</link>
      <description><![CDATA[The rising popularity of ridesharing services and the advances of automated driving systems indicate a potential increase in rear-seat occupancy, especially by vulnerable populations, such as the elderly and people with obesity. However, rear-seat safety has not kept pace with the advancements in front-seat safety technologies. This study addresses these challenges by evaluating the effectiveness of advanced restraint systems, including advanced belt features and a self-conforming rear airbag (SCaRAB), in mitigating injury risks for rear-seat occupants during severe frontal crashes. Under a 56 kph frontal crash pulse, we simulated 20 baseline and 320 design variations using 20 morphed finite element (FE) human body models and a validated rear-seat crash environment. The FE human models were mesh morphed from the GHBMC v2.3 simplified midsize male model, representing 10 male and 10 female occupants with a wide range of sizes and shapes. The performance of the advanced restraint systems on reducing the head/brain, chest, lower extremity, and whole-body injury (Pjoint) risks was evaluated with varying the belt and airbag designs. Overall, the advanced belt configurations, specifically those with SCaRAB, demonstrated significant whole-body injury risk reduction of up to 42.11% compared to the baseline design. It was observed that shorter obese occupants benefited the most from advanced restraint technologies, while shorter lean occupants benefited the least among the sampled occupants. Trade-offs were observed between head/brain and chest injury risks, as higher belt load limits mitigated head excursion but increased chest deflection, underscoring the complexity of achieving safety equity across a diverse population. This study highlights the potential of advanced restraint technologies to enhance rear-seat occupant protection and address different safety needs across a diverse population.]]></description>
      <pubDate>Wed, 19 Nov 2025 17:09:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617064</guid>
    </item>
    <item>
      <title>Research and Analysis on Airbag Dangerous Deployment Evaluation Based
          on 2024 Version C-NCAP</title>
      <link>https://trid.trb.org/View/2614458</link>
      <description><![CDATA[Research on the subjective items of airbag dangerous deployment in the 2024                     version of C-NCAP regulations, which includes two aspects: the action of the                     airbag sweeping over the face and the speed of airbag deployment. This article                     starts from other aspects. On the one hand, when examining the action of airbags                     sweeping over the face, it is necessary to consider the acceleration index.                     Based on the head injury index of the front dummy in collision in C-NCAP, the                     injury index of face - sweeping risk is defined; On the other hand, the force                     level of facial injury should also be examined, and the definition and                     experimental methods should be discussed based on the force level that the head                     can withstand. Added airbag deployment hazard assessment for the HIII 5 female                     dummy.]]></description>
      <pubDate>Mon, 27 Oct 2025 17:04:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2614458</guid>
    </item>
    <item>
      <title>The inversion investigation of wave slamming response of air cushion vehicle skirt airbags based on mode superposition method</title>
      <link>https://trid.trb.org/View/2564323</link>
      <description><![CDATA[Air cushion vehicle (ACV) skirt airbags frequently encounter direct wave slams, which involve large deformations and complex gas-liquid-solid three-phase coupling. The direct slamming energy will break diverse sensors, bringing huge difficulty to accurately monitor the dynamic response among slamming areas. To effectively derive the dynamic behavior of ACVs under wave slamming, this paper identifies the response of the limited monitoring points outside the slamming area, then inverses the skirt airbag slamming response based on modal superposition and the least squares method. Firstly, a 3D finite element model of the skirt airbag is developed. The control volume method is used to simulate the inflated-forming process, and the overall modes database of the airbag is obtained. Next, based on the load forms, modal characteristics, and response features, the monitoring point arrangement and fundamental modal selection are determined. Finally, the inversion algorithm is employed to update modal weight factors in real time then superposing them to predict the focused response in the slamming areas. The proposed inversion method is applied to different scenarios with both symmetrical and asymmetrical loads, to verify the stress response prediction accuracy. The error between the inverted response and the actual response remains almost within 10 %, and the inversion method shows good numerical stability. The inversion method is convenient to implement with a friendly computation time and provides valuable insights for the consequent investigation into the complicated dynamic behaviors of ACV flexible airbags under actual marine environments.]]></description>
      <pubDate>Thu, 21 Aug 2025 16:36:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2564323</guid>
    </item>
    <item>
      <title>Wearable airbag for powered two-wheelers: What is the profile of users involved in road traffic crashes and how does it affect their fatality risk?</title>
      <link>https://trid.trb.org/View/2573231</link>
      <description><![CDATA[Traffic fatalities within Powered Two-Wheelers (PTW) users are mostly due to head and thoracic injuries. This study assesses airbag use prevalence among PTW users involved in Road Traffic Crashes (RTCs) in France and aims to estimate airbag effectiveness in protecting against fatality risk. A cross-sectional study was conducted using French national police crash data from 1 January 2019 to 31 December 2022, including a total of 69,350 PTW users. Pearson Chi-squared and Mann-Whitney tests were used to compare airbag users and non-users. Multiple logistic regression models were fitted to estimate odds ratios (OR) and 95% confidence intervals (95%CI) assessing the relationship between airbag use, adjustment factors, and crash-related fatality. Airbag use in the study population was 0.83%, with an increasing rate over the study period. Airbag users were older than non-users, used higher engine displacement PTWs, and crashed more often in rural settings and on roads with higher speed limits. The proportion of fatalities was higher among airbag users (4.7%) than among non-users (3.8%). After adjustment, the fatality risk was not statistically different between airbag users and non-users, although a 20% lower risk was observed for airbag users (OR[95%CI]) = 0.80[0.53–1.21]). Wearable airbag use was low, though equipped motorcyclists increased over the study period. Airbag users involved in RTCs had different profiles from non-users, which may partly explain their higher fatality rate. While the authors did not show a significant protective effect of airbag on fatality risk, the limited number of airbag users in the study population is an important limitation to consider in the detection of the airbag effect. The findings underscore the need for future evaluations to better estimate airbag effectiveness by focusing on torso injury risk and the related fatality risk in larger populations with precise data on injuries, crash circumstances and demographic characteristics.]]></description>
      <pubDate>Wed, 20 Aug 2025 11:57:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2573231</guid>
    </item>
    <item>
      <title>Effect of parachute and airbag in reducing safety risk posed by small UAS to people on the ground</title>
      <link>https://trid.trb.org/View/2573640</link>
      <description><![CDATA[To reduce the safety risk posed by small Unmanned Aircraft System (UAS) to persons on the ground, one of the mitigating measures is to equip the UAS with an airbag in combination with a parachute, both of which are deployed in case of an uncontrolled descent. In literature, methods for the evaluation of the effect of a parachute alone have been developed. This paper develops a method to assess the safety risk for persons on the ground posed by a UAS that is both equipped with an airbag and a parachute. For the descent phase of the UAS to the ground, existing models are used. The novel part is the dynamical simulation of the effect on a human body of impact and interaction of a UAS with airbag. For the human impact simulation, use is made of Multi Body System (MBS) model for the UAS and the human; in combination with Finite Element (FE) model of the airbag. This method is applied for a specific parcel delivery UAS, of 15 kg weigh, for cases with and without airbag. The results obtained show that the combination of parachute and airbag can reduce the safety risk posed to people on the ground by more than one order in magnitude. Comparison with existing models for parachute alone, show that the novel method is much better in taking UAS design and material properties into account. The paper also shows that the dynamical simulation results obtained provide effective feedback to the further improvement of the airbag design.]]></description>
      <pubDate>Thu, 07 Aug 2025 16:34:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2573640</guid>
    </item>
    <item>
      <title>Study of Crew Seat Impact Attenuation System for Indian Manned Space Mission</title>
      <link>https://trid.trb.org/View/2571748</link>
      <description><![CDATA[The descent phase of Indian Manned Space Mission culminates with a crew module impacting at a predetermined site in Indian waters. During water impact, huge loads are experienced by astronauts. This demands an impact attenuation system which can attenuate the impact loads and reduce the acceleration experienced by astronauts to safe levels. Current state of the art impact attenuation systems uses honeycomb core, which is passive and can only be used once (at touchdown impact) during the entire mission. Active and reusable attenuation systems for crew modules are still an unexplored territory. Three configurations of impact attenuators are selected for this study for the crew module configuration, namely, hydraulic damper, hydro-pneumatic damper and airbag systems. All the subsystems are mathematically modelled, and initial sizes are estimated using Genetic Algorithm and SQP optimization techniques. Semi-active control for Hydraulic and Hydro-Pneumatic dampers are implemented and evaluated against its passive counterpart. An airbag impact attenuation system is studied and its performance in two configurations, stuck and unstuck are evaluated. Venting will not cease for the former configuration, whereas it is pressure controlled for the latter. For zero-degree impact load case, Brinkley DRI (Direct Response Index), a NASA HSIR index on the risk of likelihood of spinal damage, is reduced by 36% for hydraulic damper and 22% for Hydro-Pneumatic damper using semi-active control and 15% for Airbag system. Hydraulic dampers were proven to be superior to Airbag and Hydro-Pneumatic systems within the spatial constraints imposed by the present crew module configuration.]]></description>
      <pubDate>Fri, 18 Jul 2025 09:03:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571748</guid>
    </item>
    <item>
      <title>Nonlinear Finite Element Calculation of Ultimate Breakage Load for
          Pyro-Inflator Housing</title>
      <link>https://trid.trb.org/View/2571601</link>
      <description><![CDATA[Accurate prediction of the ultimate breakage pressure load for pyro-inflator                     housing is a critical aspect of inflator development. In this study, the tensile                     test of a specimen, from its initial shape to fracture, is simulated to verify                     the material properties of the inflator housing. The numerical results                     demonstrate high accuracy, with the tensile force–displacement curve, maximum                     tensile force, necking in the concentrated instability zone, fracture location,                     and inclined angle all closely matching the experimental data. Following                     material correlation, the ultimate breakage load of the inflator housing under                     hydrostatic burst test conditions is calculated using an explicit solver. A                     stress tensor state analysis method is proposed to define the ultimate load                     based on the onset of plastic instability in the thickness direction at the top                     center of the inflator. Compared to experimental results, the accuracy of the                     ultimate breakage pressure prediction using this method is 99.04%, while the                     accuracy using the arc-length implicit algorithm is 97.10%. By analyzing the                     stress and strain changes in key positions during uniaxial tensile and                     hydrostatic burst biaxial tensile tests, this method provides high precision in                     forecasting ultimate loads and defining fracture strains. Future work will                     investigate dynamic loading effects and machine learning–enhanced instability                     criteria, with particular attention to the influence of manufacturing stamping                     processes on predictive model accuracy.]]></description>
      <pubDate>Tue, 08 Jul 2025 10:42:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571601</guid>
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