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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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    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>5th Percentile Driver Out of Position Computer Simulation</title>
      <link>https://trid.trb.org/View/1787500</link>
      <description><![CDATA[A finite element model of a folded airbag with the module cover and steering wheel system was developed to estimate the injury numbers of a 5th percentile female dummy in an out-of-position (OOP) situation. The airbag model was correlated with static airbag deployments and standard force plate tests. The 5th percentile finite element dummy model developed by First Technology Safety Systems (FTSS) was used in the simulation. The following two OOP tests were simulated with the airbag model including a validated steering wheel finite element model: 1. Chest on air bag module for maximum chest interaction from pressure loading (MS6-D) and 2. Neck on air bag module for maximum neck interaction from membrane loading (MS8-D). These two simulations were then compared to the test results. Satisfactory correlation was found in both the cases. This airbag mathematical model was then used in parametric studies to investigate the effects of airbag module design changes and occupant position mapping studies.]]></description>
      <pubDate>Wed, 22 Jan 2025 09:33:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787500</guid>
    </item>
    <item>
      <title>THOR-50M In-Dummy Data Acquisition System Evaluation</title>
      <link>https://trid.trb.org/View/2480316</link>
      <description><![CDATA[This report describes the methods, procedures, and analysis used to evaluate the equivalence of a Test Device for Human Occupant Restraint 50th percentile male (THOR-50M) dummy with external data acquisition system (DAS) and a THOR-50M with in-dummy DAS. Qualification, sled, and crash testing were performed to investigate the differences in responses generated by the two versions of the dummy. The qualification testing began with an external DAS (cabled) dummy and then that dummy was converted to an internal DAS variant and exposed to an identical suite of tests; subsequent sled and crash testing involved comparing the responses of two different dummies of both variants. These evaluations concluded that the THOR-50M with the in-dummy DAS is functionally equivalent to its counterpart equipped with an external DAS. Consequently, NHTSA is proposing the adoption of the in-dummy DAS as a permitted optional instrumentation method for its testing procedures]]></description>
      <pubDate>Tue, 24 Dec 2024 16:46:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2480316</guid>
    </item>
    <item>
      <title>Finite Element Model Validation of THOR-50M ATD for APTA Table Test</title>
      <link>https://trid.trb.org/View/2170145</link>
      <description><![CDATA[The Federal Railroad Administration (FRA) sponsored Volpe Center researchers to validate a publicly available finite element (FE) model of the Test device for Human Occupant Restraint 50th Percentile Male (THOR-50M) anthropomorphic test device (ATD) in LS-DYNA. The model used selected data from a series of 28 pendulum impact tests to the ATD’s chest and abdomen. The researchers performed the model validation for future FE analyses of dynamic 8g sled tests with fixed workstation tables per the “Fixed Workstation Tables in Passenger Railcars” safety standard from the American Public Transportation Association (APTA) APTA-PR-CS-S-018-13, Rev. 2 (S-018). The results of the THOR-50M pendulum impact FE model validation showed an average agreement rating of “good” as defined in ISO/TS 18571:2014 “Road vehicles — Objective rating metric for non-ambiguous signals.”]]></description>
      <pubDate>Wed, 24 May 2023 16:39:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2170145</guid>
    </item>
    <item>
      <title>THOR-50M Repeatability and Reproducibility of Qualification Tests</title>
      <link>https://trid.trb.org/View/2039895</link>
      <description><![CDATA[This report documents NHTSA’s evaluation of the repeatability and reproducibility (R&R) of the 50th percentile Test Device for Human Occupant Restraint (THOR-50M) dummy in qualification tests. Repeatability (similarity of test responses from a single dummy when subjected to repeats of a given test condition) and reproducibility (similarity of test responses from several dummies when subjected to repeats of a given test condition) of the THOR-50M were evaluated by calculating the coefficient of variation values for each qualification test using several different dummies and test labs. With few exceptions, the results didn’t require a thorough review of the test procedures or necessitate the need for complete dummy inspections. Therefore, the THOR-50M R&R was deemed sufficient for use as a test tool for evaluating the safety of vehicles. Results obtained in a few tests identify areas for potential further investigation or provide opportunities to create future dummy enhancements.]]></description>
      <pubDate>Tue, 18 Oct 2022 17:10:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2039895</guid>
    </item>
    <item>
      <title>Study of Chest Injury Risk Probability Within the Seniors Project for 45- and 65- Year Old Car Occupants Using Current and Advanced Restraint Systems in Sled Test With THOR Dummy</title>
      <link>https://trid.trb.org/View/1760866</link>
      <description><![CDATA[From European accident data the proportion of fatal and severe crashes suffered by over 65 year old road users is increasing. In response to this, the SENIORS project [1] aims to improve the safety of elderly road users by determining appropriate requirements towards passive safety systems. The objective of this paper is to present the results obtained in frontal deceleration sled tests with the THOR (Test Device for Human Occupant Restraint) dummy using different restraint systems to compare the chest deflection for each of them. The frontal sled tests were performed at two speeds 56km/h and 35km/h with the THOR dummy as driver and co-driver following the test procedures defined in the SENIORS project. The different safety systems were used one by one at the low-speed deceleration to understand the effect on the dummy deceleration and chest deflection. The standard restraint systems – frontal airbag and seatbelts – were combined with advanced restraint systems for the driver – Knee airbag (KnAB), Pelvis restraint cushion (PRC) and the Driver Load Limiter Adaptive seatbelt (DLLA) – and for the co-driver position – Pelvis Restraint Cushion (PRC) and the Load Limiter Adaptive seatbelt (LLA). Then, at the higher speed deceleration pulse the basic restraint systems and the chosen combination of advanced safety systems were performed. It is aimed at comparing the chest deflection with the injury risk AIS3+ that is calculated from Rmax and PCA (Injury criteria) for a 45- and 65- year old person. The results observed showed that all the advanced restraint systems reduce the thorax injury risk for both ages 45 and 65 years old, however not always reducing all the IR-TRACC displacement but reducing the Rmax and the PCA calculations. It could also be observed that the most effective restraint system to reduce the thorax high injury for people over 65 years old is Load Limiter Adaptive seatbelt. In this study it can be concluded that with the current standard or advanced restraint systems the chest injury risk for elderly people over 65 years old is very high in high deceleration tests but is also important at lower decelerations. Moreover, the differences in position P1 and P3 are compared in this paper.]]></description>
      <pubDate>Thu, 11 Feb 2021 09:28:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1760866</guid>
    </item>
    <item>
      <title>THOR-50M Durability Report</title>
      <link>https://trid.trb.org/View/1725611</link>
      <description><![CDATA[This report documents the methods and results of qualification-type testing performed to evaluate the durability of the Test Device for Human Occupant Restraint (THOR) 50th Percentile Male Dummy (THOR-50M). This evaluation concluded that the THOR-50M exhibited acceptable durability when exposed to elevated energy qualification-type tests. The durability assessment began with a baseline qualification test, and then the input energy levels were increased by 10 percent, 20 percent, and 30 percent prior to performing a final baseline test. The responses produced during the pre-durability baseline tests and post-durability baseline tests were evaluated against the qualification corridors, and the THOR-50M’s durability was deemed acceptable where the dummy passed the qualification requirements and didn’t show visible signs of deterioration.]]></description>
      <pubDate>Mon, 17 Aug 2020 09:32:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1725611</guid>
    </item>
    <item>
      <title>Biofidelity of THOR 5th Percentile Female ATD in Ankle Eversion and Inversion</title>
      <link>https://trid.trb.org/View/1701583</link>
      <description><![CDATA[Females have higher frequency and risk of foot and ankle injuries in motor vehicle collisions than similar-sized males. Therefore, lower extremity biofidelity and accurate injury prediction of female ATDs is critical. This paper aims to compare the THOR 5th percentile female (THOR-05F) anthropomorphic test device (ATD) response with male and female PMHS data of various sizes under ankle inversion and eversion. The THOR-05F lower extremity was subjected to dynamic inversion and eversion ankle loading with a constant 2000N axial force applied through the tibia. Twelve THOR-05F tests (3 inversion and 3 eversion on both, left and right legs) were performed with boundary conditions consistent with previous post-mortem human subject (PMHS) lower extremity tests. The biofidelity of THOR-05F ankle stiffness was evaluated via comparison of measured and equal-stress equal-velocity scaled data (using mass-based scale factors) from previous PMHS datasets with mid-size males, small females and larger females. THOR-05F ankle moment-angle response falls within the range of previous mid-sized male and larger female PMHS test data for eversion, when scaled to a small female. However, when compared to PMHS response measured on small female subjects, the THOR-05F response was less stiff in both inversion and eversion. The THOR-05F moments were 65% and 90% less stiff in eversion and inversion respectively, when compared to the average of the measured small female PMHS dataset at 25° ankle rotation. Because ATD stiffness differs from measured PMHS ankle stiffness, care should be taken when applying PMHS-based injury risk functions (IRF) to the THOR-05F ankle.       ]]></description>
      <pubDate>Tue, 26 May 2020 10:16:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1701583</guid>
    </item>
    <item>
      <title>Responses of the THOR in Oblique Sled Impacts: Focus on Chest Deflection</title>
      <link>https://trid.trb.org/View/1701575</link>
      <description><![CDATA[The National Highway Traffic Safety Administration (NHTSA) published a Request for Comments (RFC) on proposed changes to the New Car Assessment Program (NCAP) in 2015 and 2017. One potential change was the introduction of a frontal Oblique Impact (OI) crash test. The Test device for Human Occupant Restraint (THOR) in the front left seat was used in the proposed OI test. The motivations behind the current study were a) determine if OI sled tests can be simplified, b) study the sensitivity of the THOR chest deflection to the shoulder belt layout in OI and c) assess the NHTSA-proposed THOR thoracic injury risk curves.         In the current study, eleven oblique sled impact tests were conducted. The environment was representative of a generic mid-sized sedan. The buck was mounted on a rigid plate that allowed the pre-test rotation of the buck relative to the sled axis. A generic mid-sized OI pulse was used. The pulse was applied in the longitudinal direction of the sled. The THOR was seated in the driver seat and was restrained with a 3-point belt, a driver airbag (DAB) and a knee airbag (KAB). The belt had a 4-2.5 kN digressive shoulder load limit (LL), a retractor pre-tensioner (RPT) and an anchor pre-tensioner (APT). Out of the four IR-TRACC locations, the upper right (UR) yielded the maximum chest deflection in all tests. Responses of the other body regions were also reported. Neither the presence of side structure nor the position of the D-ring had significant effect on the THOR responses.         In addition, four tests with the THOR and two tests with the Hybrid III 50th male (HIII-50M) dummies seated on a rigid seat were conducted. The two dummies were restrained with the same 3-point belt used in the sled tests. In those tests, no pulse was applied and only the PTs were fired. Like the sled tests, the APT was fired 5 ms after the RPT. In the THOR tests, the UR yielded the maximum chest deflection out of the four locations. The average chest deflection of the four tests was 16.8 mm. Whereas, the average of the chest pot deflection of the HIII-50M was 10.9 mm.       ]]></description>
      <pubDate>Tue, 26 May 2020 10:16:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1701575</guid>
    </item>
    <item>
      <title>Development of Oblique Restraint Countermeasures</title>
      <link>https://trid.trb.org/View/1693728</link>
      <description><![CDATA[The objective of this study was to develop and demonstrate modified restraint systems for front seat occupants that can help provide reduced injury potential for the 50th percentile male Test device for Human Occupant Restraint (THOR) in both left and right oblique frontal crashes. First, four baseline sled tests (i.e., driver near-side, driver far-side, passenger near-side, and passenger far-side) were conducted to set up the baseline restraint performance, which produced similar THOR kinematics and injury measures to those in the oblique moving deformable barrier (OMDB) full vehicle tests proposed by NHTSA. Second, a set of baseline MAthematical DYnamic MOdels (MADYMO) were developed and validated against the baseline sled tests as well as the Federal Motor Vehicle Safety Standards (FMVSS) No. 208 and the United States New Car Assessment Program (US-NCAP) frontal barrier tests. Third, a wide variety of seat belt and air bag designs were proposed to evaluate possible improvements in occupant protection in oblique crashes. Fourth, nearly 100 sled tests and hundreds of MADYMO simulations were conducted to systematically select and tune the proposed restraint designs to analyze the potential reduction of injury measures of THOR in four oblique crash conditions. Last, two types of modified restraint systems, one with a 3-point belt and relocated retractor, and one with a suspender 4-point belt, were identified and used in the final sled tests. Both modified restraint systems showed potential for reduced head lateral rotation, brain injury criterion (BrIC), maximal chest deflection, and the joint injury probabilities of THOR in all four testing conditions. To the extent that such systems can be feasibly integrated by vehicle manufactures into future models, these results demonstrated that a variety of modified restraint systems can be tuned to help reduce the injury measures of THOR in oblique frontal crashes.]]></description>
      <pubDate>Mon, 30 Mar 2020 12:34:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1693728</guid>
    </item>
    <item>
      <title>Biomechanical Response Manual: THOR 5th Percentile Female NHTSA Advanced Frontal Dummy, Revision 2</title>
      <link>https://trid.trb.org/View/1688737</link>
      <description><![CDATA[The THOR-05F (Test Device for Human Occupant Restraint 5th Percentile Female) is being designed to provide improved biofidelity compared to the Hybrid III 5th Percentile Female, particularly in evaluating head/neck injuries due to air bag deployment, interaction with restraints (e.g., abdominal response in submarining) along with an improved pelvis, knee-thigh-hip, and lower leg. This manual describes the anthropometry and biomechanical response targets which are recommended to assess the THOR-05F anthropomorphic test dummy (ATD). The tests and procedures described here were derived primarily for use by dummy manufacturers during the pre-production design and development process. The tests and procedures are designed so that results may be assessed objectively. Tests are therefore designed to produce results in the form of time-history signals so that an objective quantitative scoring process may be performed.]]></description>
      <pubDate>Fri, 28 Feb 2020 17:10:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1688737</guid>
    </item>
    <item>
      <title>Summary of Occupant, Wheelchair and Wheelchair Tiedown and Occupant
Restraint System Configuration Data for Wheelchair-Seated Drivers and Front-
Row Passengers in Private Vehicles</title>
      <link>https://trid.trb.org/View/1669376</link>
      <description><![CDATA[Twenty-nine wheelchair-seated drivers and front row passengers were observed while preparing to travel in their private vehicles. Measurements were taken of the wheelchair and occupant relative to the vehicle interior and occupant restraints, using both manual and digital methods. On average, the center of the pelvic belt restraint was positioned 48.6 mm above and 27.1 mm forward of the thigh-abdominal junction of the wheelchair-seated occupants due to interference of wheelchair armrest with the lap belts, so that proper pelvic belt fit often could not be achieved. The shoulder belt was on average found to be positioned laterally 90.7 mm outboard of the center of the occupant’s shoulder, so that proper shoulder belt wrapping or contact with the shoulder was not achieved in most cases. Many occupants noted having problems with the ground clearance of the docking securement hardware on the bottom of their wheelchair during everyday activities. The lowest point of the docking hardware was found to be on average 23.7 mm above the ground. The measurement information collected in this study will be used to quantify the current issues related to and to develop systems that better the safety of wheelchair-seated drivers and passengers of private vehicles]]></description>
      <pubDate>Fri, 20 Dec 2019 16:25:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1669376</guid>
    </item>
    <item>
      <title>Acetabulum Injury Investigation of Proposed US-NCAP in OI Mode</title>
      <link>https://trid.trb.org/View/1560937</link>
      <description><![CDATA[In December 2015, the National Highway Traffic Safety Administration (NHTSA) published a Request for Comments on proposed changes to the New Car Assessment Program (NCAP). One potential change is the addition of a frontal oblique impact (OI) crash test using the Test Device for Human Occupant Restraint (THOR). The resultant acetabulum force, which is a unique and specifically defined in the THOR dummy, will be considered as a new injury metric.         In this study, the results of ten OI tests conducted by NHTSA on current production mid-sized vehicles were investigated. Specifically, the test data was used to study the lower extremity kinematics for the driver and front passenger THOR dummies. It was found that the acetabulum force patterns varied between the driver and passenger and between the left leg and the right leg of the occupants. The maximum acetabulum force can occur either on the left side or right side of a driver or a front passenger in an OI event. Femur and pelvis free body diagrams were established to identify the key factors contributing to the acetabulum force. The femur load and lap belt force acting on the THOR dummy were two main factors contributing to the force acting on the acetabulum. Their contributions were quantified by two finite element subsystem analyses. According to the simulation results, 60%~80% of femur force and 30%~50% of lap belt force can be attributed to the acetabulum force on the dummy. From the finite element analyses a mathematical equation was developed to determine the acetabulum force in OI crash mode. This equation was verified by NHTSA OI tests.       ]]></description>
      <pubDate>Mon, 25 Nov 2019 11:54:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1560937</guid>
    </item>
    <item>
      <title>The Development of Two-dimensional Degenerated Model of Next-generation Crash Test Dummy THOR</title>
      <link>https://trid.trb.org/View/1623122</link>
      <description><![CDATA[To perform simplified study of occupant displacement and chest deflection of THOR dummy under full width frontal crash test, two-dimensional degenerated model was created. The model was constituted from four rigid bodies, which represents head, upper body, sternum, and lower body. The translational spring was used between upper body and head, and same between upper body and sternum. The rotational joint was used between upper body and lower body. As a result, as for chest deflection and displacements of head, upper body, and lower body, similar results were obtained comparison with actual test results.]]></description>
      <pubDate>Mon, 22 Jul 2019 20:01:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1623122</guid>
    </item>
    <item>
      <title>A Study on the Biofidelity of the Thorax Response of the Next-generation Frontal Crash Test Dummy THOR</title>
      <link>https://trid.trb.org/View/1569818</link>
      <description><![CDATA[To investigate the biofidelity of the thorax response of the next-generation frontal crash test dummy THOR, a series of thorax compression CAE analysis from various locations and directions was performed in comparison with Hybrid III and human body FE models. As a result, although the chest response of THOR was closer to human body than that of Hybrid III, it was found that the response discrepancy in oblique direction in which rib fractures occur frequently becomes large.次世代前突テスト用ダミーTHORに対し，胸部応答の人体忠実性検証を目的に，多様な位置・方向からの胸郭圧縮CAE解析を実施し，Hybrid III及び人体FEモデルと比較した．その結果，THORの胸部応答はHybrid IIIより人体に近いものの，肋骨骨折が多発する斜め方向入力での応答差異が大きくなる事などが分った．]]></description>
      <pubDate>Thu, 27 Dec 2018 11:00:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1569818</guid>
    </item>
    <item>
      <title>Investigation of Injury Mechanisms of THOR Dummy FE Model in Oblique Frontal Crash</title>
      <link>https://trid.trb.org/View/1500163</link>
      <description><![CDATA[This paper describes the difference of injury mechanisms between THOR FE model and Human FE model. The National Highway Traffic Safety Administration plans to introduce a new test method that uses RMDB and THOR. However, injury mechanisms of THOR dummy necessary for the development of occupant protection equipments are not explained enough. The injury values and injury mechanism of THOR dummy in oblique condition were compared with the human FE model (THUMS). Mechanisms of BrIC and Acetabulum Force were investigated in relation to the horizontal movement of THOR dummy.米国に，THORダミーを用いた斜め衝突試験が導入される予定である．これまで，その形態での傷害発生メカニズムは解明されていない．本報では，THOR ダミーモデルをスレッドモデルに搭載し，斜め衝突時のダミーの頭部および腰部傷害の発生メカニズムを解明，人体FEモデルTHUMSの結果とも比較した．]]></description>
      <pubDate>Mon, 23 Apr 2018 16:47:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1500163</guid>
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