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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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      <title>Numerisk simulering som verktyg för utvärdering av motorcyklistskydd (MPS) : litteraturstudie, marknadsöversikt och rekommendationer för vidare arbete med CEN/TS 17342</title>
      <link>https://trid.trb.org/View/2666542</link>
      <description><![CDATA[This report presents a feasibility study evaluating the potential of using numerical simulation as a complement to crash testing according to CEN/TS 17342. The literature review demonstrates that simulation can achieve good agreement with crash tests, both in terms of injury metrics (head injuries and neck compression) and kinematics. However, the test method is sensitive to initial conditions, particularly the height of the head at impact, which affects repeatability. The market overview reveals that most MPS (Motorcyclist Protection System) products are developed for steel barriers, and that solutions for other types of barriers are lacking. No commercially available products were found that address accidents where the motorcyclist remains seated on the motorcycle during a collision with a guardrail. In this report, such on-top of barrier functionality products are included in the definition of MPS. A major obstacle is the requirement for repeated testing of the entire guardrail system according to CEN/EN 1317-2 when MPS is installed.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:33:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666542</guid>
    </item>
    <item>
      <title>Car passenger safety - to the next level</title>
      <link>https://trid.trb.org/View/2666479</link>
      <description><![CDATA[Protecting passengers in cars requires the use of seatbelts. Although most passengers are restrained today, some are not, and some are not optimally restrained. Those individuals are thereby exposed to higher injury risks in case of a crash. In line with the future mobility services, the challenges are even more pronounced, exemplified by availability of boosters for children in shared mobility, and automated driving cars with a larger spread in seat positions and self-selected postures, such as reclined. Hence there is a need to enhance knowledge on passengers' variations in size, perceptions, sitting postures and beltfit, as input to restraint developments, in addition to assessment tools and evaluation methods beyond the current standardized crash test methods. This research project, ongoing from November 2020 to June 2024, has taken knowledge and tools needed for car passenger safety assessment to the next level, focusing on restraint interaction.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:32:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666479</guid>
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    <item>
      <title>From impact to insight : finite element modeling of real-world head trauma</title>
      <link>https://trid.trb.org/View/2598605</link>
      <description><![CDATA[Traumatic head injuries represent a major global health burden, affecting up to 70 million people annually world-wide. To study head injury mechanisms and evaluate preventive measures, virtual, anatomically-detailed human surrogates, referred to as Human Body Models (HBMs), can be created using Finite Element (FE) modeling techniques. Such FE models can be used to computationally recreate real-world head traumas to study human response to impact and reveal injury mechanisms. However, since FE is an inherently heavy computational task, there are numerous modeling challenges associated with using FE analysis for this purpose: constitutive models need to be appointed to complex biological tissues, models need to be properly validated, the chosen approach should be feasible in terms of time, and so forth. This doctoral thesis aims to address a few of these difficulties. This thesis is composed of four comprehensive studies, each related to the overall objective of developing new methodologies and models, and further developing existing ones, for in-depth FE reconstructions of real-world head trauma. To emphasize their applicability in head injury research, the four studies also feature in-depth reconstructions of real-world injurious events. In the first study, a male and female pedestrian HBM was developed based on an existing occupant HBM, along with an efficient framework for anthropometric personalization. In the second study, a framework for reconstructing head traumas of pedestrians and cyclists in real-world road traffic accidents was developed, validated and exemplified by reconstructing 20 real-world cases. In the third study, a material model for cranial bone was developed and validated, and used for predicting skull fractures in five fall accidents. Lastly, in the fourth study, the material model was applied to a subject-specific head model, used to conduct an in-depth reconstruction of a workplace fatality to assess the protective effect of construction helmets. Together, these four studies highlight how in-depth FE reconstructions, involving geometrically personalized models of the human body, can provide head injury predictions with striking resemblance to real-world data.]]></description>
      <pubDate>Fri, 12 Sep 2025 10:18:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598605</guid>
    </item>
    <item>
      <title>Advancing pelvis computational models for automotive safety assessment</title>
      <link>https://trid.trb.org/View/2534327</link>
      <description><![CDATA[The pelvis is a key load bearer in vehicle safety due to its relatively high load tolerance and shape, which is utilized to control occupant kinematics in accidents by engaging with vehicle restraint systems. However, epidemiological studies have shown that the pelvis is also a highly exposed structure, as pelvic fractures are common outcomes due to interaction with the vehicle interior and restraint systems during a crash. Furthermore, fracture risk is not equally distributed over the population and vulnerable sub-populations have been identified depending on the load scenario. In addition, future autonomous vehicles are expected to allow for a more relaxed occupant posture by reclining the seatback, which increases the risk, in frontal impacts, of the pelvis sliding under the lap belt, i.e. submarining. Together, this motivates a deeper understanding of the potential of the pelvis as a load bearing structure, as well as its interaction with the vehicle restraint systems across the entire population, in various crash scenarios. While vehicle manufacturers try to minimize variability in product development, human individual variability is an intrinsic property that must be considered to capture the vulnerable population and maximize the efficiency of vehicle safety systems. Finite element human body models (FE-HBMs) are the most advanced tool available to use in the virtual design of restraint systems and they provide the opportunity to include both geometrical and material variability through population based models and assessments. In this thesis, methods enabling inclusion of population variance in FE-HBMs were implemented for the pelvis.]]></description>
      <pubDate>Fri, 04 Apr 2025 15:16:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534327</guid>
    </item>
    <item>
      <title>Towards safer powered two- and three-wheeler riders : enhancing human body models for thoracic injury assessment</title>
      <link>https://trid.trb.org/View/2534260</link>
      <description><![CDATA[Powered two- and three-wheelers (PTWs) make up the second largest motor vehicle fleet, with their users representing the most vulnerable group of road users. One of the most common crash scenarios for PTW riders is PTW front-to-passenger car side, which often results in serious head and thorax injuries. While helmets effectively reduce the risk for head injury, there is no similarly effective protection for the thorax available. Finite Element Human Body Models (FE-HBMs) offer potential as tools for improving PTW rider safety; however, they must first be validated for the loading experiences by riders in PTW crash scenarios. This Licentiate thesis takes the first steps towards enhanced FE-HBMs, originally designed as car occupants, to be able to predict thoracic injury risk as PTW riders in a common crash scenario-PTW front-to-car side.]]></description>
      <pubDate>Fri, 04 Apr 2025 15:15:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534260</guid>
    </item>
    <item>
      <title>Scoping review on validation data for submarining prediction in automotive crashes</title>
      <link>https://trid.trb.org/View/2491311</link>
      <description><![CDATA[Submarining, defined as “the lap belt slides over iliac crest with lap belt forces effecting the internal abdominal organs during forward displacement of the lower torso” can lead to injuries related to belt-to-abdominal loading in frontal automotive crashes. Injuries to the abdominal organs are therefore often used as a proxy for the submarining event, when studying the epidemiology of submarining scenarios from real-world data. Injuries to the abdominal organs can, however, stem from multiple sources, not strictly related to the submarining outcome. As a result, retrospective studies of submarining in real-world crashes are difficult and a prospective approach using models is considered an important complement. Prospective models can be both physical, i.e. Anthropometric Testing Devices (ATDs), or virtual, e.g. finite element ATDs (FE-ATDs) or FE human body models (FE-HBMs). The aim of this report was, hence, to perform a scoping review of the literature to identify all available PMHS tests on submarining.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:18:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491311</guid>
    </item>
    <item>
      <title>SAFER HBM model development for enhanced submarining prediction</title>
      <link>https://trid.trb.org/View/2491310</link>
      <description><![CDATA[Submarining, defined as “the lap belt slides over iliac crest with lap belt forces effecting the internal abdominal organs during forward displacement of the lower torso” can lead to injuries related to belt-to-abdominal loading in frontal automotive crashes. Injuries to the abdominal organs are therefore often used as a proxy for the submarining event, when studying the epidemiology of submarining scenarios from real-world data. Injuries to the abdominal organs can, however, stem from multiple sources, not strictly related to the submarining outcome. As a result, retrospective studies of submarining in real-world crashes are difficult and a prospective approach using models is considered an important complement. Prospective models can be both physical, i.e. Anthropometric Testing Devices (ATDs), or virtual, e.g. finite element ATDs (FE-ATDs) or FE human body models (FE-HBMs). The SAFER HBM is an example of an FE-HBM capable of predicting kinematics and kinetics from omnidirectional loads in varying crash scenarios. The aims of this report are, hence, to update and enhance the SAFER HBM v10 for future submarining studies in frontal automotive crashes including population variability.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:18:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491310</guid>
    </item>
    <item>
      <title>Pelvis and spine injury predicting models for women and men in a variety of seating positions in future autonomous cars (I-HBM step 4.</title>
      <link>https://trid.trb.org/View/2491178</link>
      <description><![CDATA[The SAFER human body model (HBM) was further developed and refined to improve the capability of the model to predict kinematics and injury risk for women and men of varying sizes. The main developments were to the pelvis and lumbar spine and the capability to predict injury risk in these. A statistical shape model of the pelvic bone was developed based on CT scans from 132 adults. The complete model represents 90% of the shape variance in the dataset, while it was shown that using overall anthropometric variables (sex, age, stature, and BMI) the model could predict only about 30% of the variance. Based on the statistical model a new detailed morphable pelvis finite element model was developed using the population average as baseline. The development of the pelvis model included calibration of the pubis symphysis, calibration and validation of the sacroiliac joint and complete pelvis model validation by reconstructing published quasi-static and dynamic lateral loading experiments. With the new pelvis model, a first step towards developing the capability to predict iliac wing fractures was taken. Lumbar spine models of an average female and an average male, in addition to a tissue-based injury risk function, were developed and validated. The kinematic and kinetic validation of the lumbar spine model showed that the model compared reasonable to the published experimental data, with axial compression and flexion predictions being closest to experimental results. Using the same method as for the lumbar spine, a model of the cervical and thoracic spine was also developed for later integration into the SAFER HBM.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:16:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491178</guid>
    </item>
    <item>
      <title>Active human body models for virtual occupant response : step 5 (A-HBM V)</title>
      <link>https://trid.trb.org/View/2491175</link>
      <description><![CDATA[Human body models (HBM) are virtual tools for simulation of occupant responses in car crashes, capable of recreating injury mechanisms at a detailed level and predicting injury risks. With the addition of muscles and their active control, they have the ability to predict the occupant response in low-g events, such as evasive maneuvers, potentially preceding the crash. An HBM with this ability is called active HBM (A-HBM) and is an essential tool for safety system developments and assessments during whole sequences of events. Starting in 2009, the project team was a pioneer of A-HBM development and has refined its functionalities in several projects. Since 2018, the A-HBM is an integrated part of the SAFER HBM, for which the active muscles can be turned on or off. As part of the overall objective of an HBM population that can predict occupant kinematics and injury risks, during the whole crash sequence with preceding maneuvers, and combined events, including occupant actions and repositioning; the purpose of this project was to further refine the active muscle control functions. Specifically, the current project has improved the active muscle control capability of the SAFER HBM and usefulness for vehicle and restraint system developments, by incorporating variability of occupant characteristics (sex) and sitting postures. An advanced head controller was assessed and implemented, enabling a more humanlike prediction of the head kinematics, for which good-to-excellent biofidelity was seen in braking as well as in lane change. Effects of variations in seating were included by simulation studies and conducting volunteer tests, specifically for reclined seating, forward leaning positions and repositioning between such positions and upright sitting. Torso postural control was studied for these situations. The average-sized male SAFER HBM now has a female counterpart.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491175</guid>
    </item>
    <item>
      <title>Heterogeneity in car occupant safety : using numerical simulations to address real-world safety</title>
      <link>https://trid.trb.org/View/2491154</link>
      <description><![CDATA[This thesis ultimately aims to enhance occupant protection by incorporating aspects of realworld crash heterogeneity, often overlooked within current safety assessments. By investigating the effects of crash heterogeneity and broadening the comprehensiveness of occupant safety assessments, it seeks to support the development of more effective future vehicle safety systems. Specifically, the thesis focused on developing and applying methods to incorporate a range of heterogeneity aspects-from crash characteristics to occupant posture, anthropometry, and seat adjustments-into vehicle safety assessments. To predict how crash avoidance systems might change the configurations of the remaining crashes, a method using counterfactual simulations was developed. The use of a novel crash configuration definition, along with a purpose-designed clustering method, reduced the number of predicted crash configurations-while being able to maintain coverage of diverse real-world situations. Three crash configurations were selected to be used in the following studies. Non-nominal sitting postures, body sizes, and seat adjustments can influence the occupant's response during a crash. These aspects were investigated in simulation studies employing numerical Human Body Models (HBMs) and tailor-made analysis methods. The methods focused on quantifying the influence of these aspects (including interaction effects) on the occupant's response during a crash. Additionally, techniques were developed to streamline the setup and analysis of numerical experiments using HBMs.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:15:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491154</guid>
    </item>
    <item>
      <title>Passenger kinematics in evasive maneuvers : advancing active human body modeling and understanding variability in passenger kinematics during evasive maneuvers</title>
      <link>https://trid.trb.org/View/2389000</link>
      <description><![CDATA[In situations that might lead to a vehicle crash, drivers often perform an evasive maneuver, such as braking or steering, in an attempt to avoid a crash. If a crash was not avoided, the maneuver could influence the injury outcome by altering the occupant's position. Occupants use their muscles in response to a maneuver, and because the typical accelerations are low during maneuvers, the muscle activity can influence the kinematics. Thus, it is important to include the response to these potential maneuvers before the crash when predicting occupant injuries in a crash. The response to maneuvers could be evaluated by adding active musculature to existing evaluation tools, such as human body models. Furthermore, in volunteer studies, the head and torso displacements during maneuvers vary between occupants, but the cause for this variability remains to be identified. Two aims were defined for this thesis, addressed in two parts. The first aim was to advance the active neck and lumbar muscle controllers in the SAFER HBM to predict average response to maneuvers. The second aim was to further understand why such variability is seen in occupant response to evasive maneuvers. Three muscle controller concepts were evaluated in this thesis, two of which were aimed at emulating the reflexes responding to input from the vestibular system that control the head position in space, and one controller that emulated reflexes that respond to lengthening of muscles. For the first aim, the active muscle controllers in the SAFER HBM were updated to allow for simulations with large vehicle yaw rotations, and the predictive capabilities were evaluated in braking, steering, and combinations. In a subsequent study, the updated controllers were tuned to volunteer kinematics in braking and steering, and the model performance was evaluated in the same conditions. It was concluded that the SAFER HBM, with the updated and tuned controllers, could predict passenger head kinematics in braking and steering with good to excellent results.]]></description>
      <pubDate>Mon, 10 Jun 2024 14:05:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389000</guid>
    </item>
    <item>
      <title>Human body model morphing for assessment of crash rib fracture risk for the population of car occupants</title>
      <link>https://trid.trb.org/View/2344851</link>
      <description><![CDATA[Fractured ribs are prevalent injury outcomes for vehicle occupants involved in crashes. Sex, age, and anthropometry of an occupant influences the risk to sustain rib fractures. The SAFER human body model (SHBM) represents an average sized male and includes a detailed ribcage model that has been validated for prediction of rib fracture risk in virtual crash simulations. Developments in parametric morphing of human body models have enabled re-shaping the SHBM to represent a wide range of body sizes for both adult males and females which can influence kinematic and injury risk predictions. The aim for this thesis was to enable the assessment of crash kinematics and rib fracture risk for the population of occupants by morphing the SHBM. Research was performed within objectives that included: providing a definition of the occupant population, creating morphed versions of the SHBM (MHBMs) and validating MHBM crash kinematic and rib fracture risk predictions within the defined population, develop a method to efficiently compute rib fracture risk across the population, and investigate factors beyond morphing that influences MHBM rib fracture risk predictions. The population definition includes 90 % of the U.S.-population in terms of male and female height and weight variability. For validation, parametric morphing was used to create MHBMs geometrically matching age, sex, height, and weight of 22 human subjects in previous crash tests. Rib fracture risk and kinematic predictions from MHBMs were validated by comparison to test results and MHBMs showed good correlation for kinematics and had acceptable utility to predict rib fracture outcomes.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:27:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344851</guid>
    </item>
    <item>
      <title>Whiplash injuries in low-speed frontal impacts : Frontal validation of VIVA+ head-neck</title>
      <link>https://trid.trb.org/View/2344811</link>
      <description><![CDATA[Whiplash associated disorders are injuries occurring during low-severity impacts and constitute the majority of the cervical spine injuries leading to long-term disabilities. The focus of research and development has during the past decades primarily been towards the rear-end impacts, motivated by the large injury frequencies and risks compared to the other impact directions. Consequently, injury preventing measures have resulted in whiplash injury reductions, mainly concentrated to rear-end impacts. However, initial whiplash symptoms have a 20–30% distribution to frontal collisions, a considerable magnitude that motivates for a need to address whiplash that occurs in frontal impacts as well. Additionally, the preventing measures implemented for rear-end collisions have had 65% higher effect for males compared to females, even though females are proven to have a higher risk to sustain the injury. The VIVA+ 50M and VIVA+ 50F are the first open-source human body models (HBMs) representing both average male population and average female population, respectively. These models are newly developed, and the head-neck kinematics have therefore not yet been validated for frontal low-speed impacts. The aim of this study was to address the need of increasing the knowledge regarding both females’ and males’ risk of whiplash injuries in frontal collisions by presenting a scientific literature overview, and the objective was to validate the kinematic responses of an isolated head-neck submodel VIVA+ 50M for frontal impacts and compare to the VIVA+ 50F responses.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:26:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344811</guid>
    </item>
    <item>
      <title>Towards the inclusion of pelvis population variance in human body models</title>
      <link>https://trid.trb.org/View/2344746</link>
      <description><![CDATA[With a future large-scale introduction of autonomous vehicles, the proportion of intersection crashes on the total number of motor vehicle crashes is expected to increase. The pelvis is frequently exposed to high loads in several of these impacts. In addition, autonomous driving is expected to result in new seating positions where reclined seating increases the risk of the pelvis sliding under the lap belt, producing submarining induced injuries. If unaddressed, submarining may result in an increased prevalence of abdominal and spinal injuries, and if addressed by advanced restraint systems, the risk of pelvic fractures may increase due to higher pelvis loads. Finite Element Human Body Models (FE-HBMs) represent the most advanced tool available to use in the design of safety systems for current and future vehicles. FE-HBMs represent the human anatomy, anthropometry, and physical properties to predict a biomechanical response to external loading via computer simulations. To date, these models are typically defined based on an average male or female subject in terms of global measurements like age, stature, and weight. However, individual variability is an intrinsic property of humans that must be considered in order to capture the vulnerable population and maximise the efficiency of vehicle safety systems. FE-HBMs provides the opportunity to include both geometrical and material variability in the analysis. In this thesis, methods/tools that enable inclusion of pelvis population variance in HBMs were developed.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:25:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344746</guid>
    </item>
    <item>
      <title>Avancerat verktyg för utveckling och utvärdering av skydd mot skulderskador för cyklister</title>
      <link>https://trid.trb.org/View/2269719</link>
      <description><![CDATA[The project aims to further develop a human body model (SAFER HBM) to a tool for development of protection systems, test methods and clear recommendations for infrastructure modifications that makes cycling safer. A specific project goal is to further develop and validate the shoulder of the world-leading human body model SAFER HBM. For the development of a representative model of the bones and soft tissues of the shoulder, images from computed tomography and magnetic resonance imaging will be used. Further, preparatory development of injury criteria and associated risk functions for the updated body parts. Physical crash tests and CAE simulations to generate data replicating the relevant injury mechanisms when loading the shoulder will be carried out. Evaluation of these crash tests will add to the component validation done on the shoulder and upper arm specifically. The crash tests will mimic a cyclist single crash and a cyclist hit from the side of a car. In addition, one or more protection systems available on the market will be evaluated. The project aims to further develop a human body model (SAFER HBM) to a tool for development of protection systems, test methods and clear recommendations for infrastructure modifications that makes cycling safer. A specific project goal is to further develop and validate the shoulder of the world-leading human body model SAFER HBM. For the development of a representative model of the bones and soft tissues of the shoulder, images from computed tomography and magnetic resonance imaging will be used. Further, preparatory development of injury criteria and associated risk functions for the updated body parts. Physical crash tests and CAE simulations to generate data replicating the relevant injury mechanisms when loading the shoulder will be carried out. Evaluation of these crash tests will add to the component validation done on the shoulder and upper arm specifically. The crash tests will mimic a cyclist single crash and a cyclist hit from the side of a car. In addition, one or more protection systems available on the market will be evaluated.]]></description>
      <pubDate>Mon, 16 Oct 2023 09:26:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269719</guid>
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