<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    </image>
    <item>
      <title>Multiobjective discrete optimization algorithm based on Entropy-AHP weighted TOPSIS for pedestrian lower limb protection</title>
      <link>https://trid.trb.org/View/2691736</link>
      <description><![CDATA[Globally, the tibia, femur, and knee joints of the lower limbs frequently sustain severe injuries in vehicle-to-vulnerable road user (VRU) accidents. The design of vehicle structures is crucial for absorbing impact energy and reducing VRU injuries. The advanced pedestrian legform impactor (APLI) offers more precise biomechanical performance for evaluating lower limb injuries compared to other legform impactors. Traditional structural optimization methods often overlook the discrete nature of vehicle structures and the complexity of biomechanical models, where injury responses are highly nonlinear. This study investigates a multiobjective discrete optimization (MODO) algorithm tailored for vehicle structures in APLI impacts. The proposed MODO algorithm integrates a multiple attribute decision making (MADM) model, using the TOPSIS method, with weight coefficients derived from Entropy and AHP methods. Iterative refinement through successive orthogonal experiments efficiently manages numerous design variables and levels. The results demonstrate that the MODO algorithm achieves optimal design by integrating seamlessly with the MADM model. Additionally, this algorithm shows significant potential for addressing other complex engineering challenges.]]></description>
      <pubDate>Thu, 23 Apr 2026 13:54:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691736</guid>
    </item>
    <item>
      <title>Injury Risk Analysis of Occupant with Different Lower Limb Postures under the Frontal Impact Sled Conditions</title>
      <link>https://trid.trb.org/View/2692068</link>
      <description><![CDATA[To investigate the characteristics of injuries sustained by occupant with different lower limb postures under the frontal impact sled conditions. Using the finite element method a series of simulation analyses were conducted on THUMS (Total Human Model for Safety) AM50 human body model with four different postures, including standing posture, lower limb bent at 100°, 90°, and crossed forward-backward, under the frontal impact scenario at 56 km/h in this study. The simulation results indicated that the overall injury risk predicted by the THUMS AM50 huma body model with lower limb crossed forward-backward was higher than that predicted by the model with other postures. The values of injury criteria including of HIC (Head Injury Criterion), head resultant acceleration, and thoracic VC (Viscous Criterion) predicted by the THUMS AM50 huma body model with lower limb crossed forward-backward were highest in these series simulations. Also, the biomechanical responses, including stress or strain of thoracic/abdominal organs, pelvic cortical bone and knee ligaments, predicted by the THUMS AM50 huma body model with lower limb crossed forward-backward was higher than these predicted by the model with other postures.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692068</guid>
    </item>
    <item>
      <title>Safety at Minor Intersections along Highways with Roadside Developments: A Case Study in Indian Context</title>
      <link>https://trid.trb.org/View/2659335</link>
      <description><![CDATA[The present paper reports an investigation on the safety deficiencies at minor investigation and identifying the crash potentials using surrogate safety measures on a typical Indian Highway having roadside developments. Intersections along the highways are one of the high risk locations for road crashes due to more number of conflicts. A safety audit of six representative minor intersections, both 3-legged and 4-legged, revealed that there are significant deficiencies at those locations. Crash potentials are estimated in terms of Post Encroachment Time for cross and rear-end collisions from manual and videography traffic survey data, which indicated that the number of critical conflicts are significantly high particularly for Vulnerable Road Users. Also more number of critical conflicts occur when major road vehicle is a 2-Wheeler. This necessitates the adoption of suitable safety treatments at/near the intersections. The methodology is beneficial in assessing the crash potentials of other intersections in developing countries context.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:20:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659335</guid>
    </item>
    <item>
      <title>Design and Validation of a Collapsible Brake Pedal System for Lower-Leg Protection in Frontal Impacts</title>
      <link>https://trid.trb.org/View/2663475</link>
      <description><![CDATA[Indian passenger car accident data indicates that approximately 44% of crashes are frontal impacts (Refer fig 1). Among the injuries sustained in these crashes, lower leg injuries are notably critical, contributing to nearly 25% of driver occupant injuries (Refer fig 2). To evaluate such injuries, the Bharat New Car Assessment Program (BNCAP) includes lower leg injury metrics as part of the Frontal Offset Deformable Barrier (ODB64) test. While the overall injury performance is assessed at the vehicle level, BNCAP also monitors vehicle interior intrusions—particularly pedal intrusions—as key contributors to lower limb injury severity.A major challenge in frontal crashes is the intrusion of the vehicle's front-end structure into the occupant compartment. Rigid components, particularly the brake pedal assembly, can be displaced rearward during a crash, significantly increasing the risk of lower leg injuries. Therefore, minimizing pedal intrusions into the driver foot-well is critical for enhancing lower leg protection.As part of an innovative safety initiative, Tata Motors has developed a collapsible brake pedal mechanism designed to mitigate lower leg injuries during frontal crashes. This patented system incorporates a series of levers and linkages that disengage upon impact, allowing the brake pedal to collapse and thereby reducing the risk of intrusion-related injuries to the driver lower legs. The mechanism is engineered to be robust, ensuring that normal braking performance and pedal operation remain unaffected during everyday vehicle use, while providing effective injury mitigation in crash scenarios.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663475</guid>
    </item>
    <item>
      <title>Study of the effects of shallow-buried charge parameters on the lower limb injuries of occupant in special vehicle body</title>
      <link>https://trid.trb.org/View/2596686</link>
      <description><![CDATA[In the process of military missions, special vehicles often encounter shallow buried charge threats that will greatly affect the safety of the occupants. To study the integrated effects of shallow buried charge detonation point, height-to-diameter ratio, burial inclination, weight, and other key parameters on the lower limb injuries of occupant, this study was based on the special body of a shallow buried explosive test and numerical calculation methods. The reliability of the numerical model and the load effect mechanism of the shallow burial charge were studied. Based on this, the lower limb injuries response law of occupant was analyzed with respect to each parameter. The results showed that the bottom charge load mainly came from two-stage ejection loading, in which the first stage was a strong load with short-duration local impact loading and the second stage was a weak load with long-duration extended range loading. By comparing the lower limb injury response of occupant under different charge parameters, the authors found that the weight of charge had the greatest effect on the extent of occupant injury, followed by the height-to-diameter ratio and burial inclination, while the detonation position had a relatively small effect on the injury magnitude. Finally, a comprehensive prediction model of the lower limb injuries of occupant was obtained by using the Latin hypercube sampling method and the least-squares method, and it was verified that the model had a good matching accuracy.]]></description>
      <pubDate>Wed, 24 Sep 2025 15:31:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2596686</guid>
    </item>
    <item>
      <title>An optimization similarity fuzzy inference method for traffic signal control at an isolated intersection</title>
      <link>https://trid.trb.org/View/2572403</link>
      <description><![CDATA[Managing urban traffic is challenging because traffic patterns change unpredictably. Although fuzzy logic-based traffic signal control (TSC) systems like Mamdani and Sugeno work well, they struggle to adjust effectively to real-time traffic changes. This study introduces the Optimization Similarity Fuzzy Inference (OSFI) method, which improves traffic signal control at isolated intersections by continuously adjusting fuzzy rules based on the similarity between actual and desired outcomes. Unlike traditional models, OSFI uses truth tables to dynamically adjust signal timing and phase sequencing based on real-time factors such as vehicle arrival rates and queue lengths. Simulation results show that OSFI reduces average vehicle delays by 1.11–5.73% compared to Mamdani controllers and 0.69–4.84% compared to Sugeno controllers, with traffic throughput improvements of up to 18.75% during heavy traffic. These findings demonstrate OSFI’s ability to consistently improve traffic flow. Future research will focus on expanding OSFI to control networks of intersections and testing its real-world performance to address current challenges related to scalability and efficiency.]]></description>
      <pubDate>Thu, 28 Aug 2025 17:15:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572403</guid>
    </item>
    <item>
      <title>A Preliminary Study of Occupant Kinematics and Injuries in a Frontal Crash with Occupant Face-to-Face Scenario</title>
      <link>https://trid.trb.org/View/2539670</link>
      <description><![CDATA[This paper investigates a novel seating arrangement where occupants face each other, focusing on occupant safety during a 56 km/h frontal impact, a standard test condition for assessing crashworthiness.A preliminary study was carried out, examining three distinct cases: a forward-facing 50th percentile occupant in third row seat, a rear-facing 50th percentile occupant in second row seat, and the interaction between these two occupant orientations. The study utilized both elastic flexible and rigid seat designs to analyze the impact on occupant kinematics and injury outcomes.The results demonstrate that the seating position has a significant influence on occupant injuries. Rear-facing occupants are primarily at risk due to seat design, whereas forward-facing occupants face a higher risk of injury from the increased space between occupants, lacking a reactive surface to mitigate impact forces. Notably, direct interaction between occupants did not result in severe injuries. However, interactions with the opposite seat structure did lead to lower extremity injuries.The study employed the Human Body Model developed by Humanetics to simulate and assess injuries for both rear-facing and forward-facing occupants. Additionally, the relationship between rear-facing seats and the front seat was explored in the context of vehicle environment and its impact on occupant safety.This research underscores the need for careful consideration of seating arrangements in intelligent cockpit design, particularly in face-to-face configurations. The authors' findings suggest that, while face-to-face seating, occupant interaction and seat design are critical factors that must be addressed to ensure occupant safety.]]></description>
      <pubDate>Fri, 16 May 2025 14:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539670</guid>
    </item>
    <item>
      <title>Prediction Method of Strength Robustness Affected by Arc Welding Sectional Dimensions</title>
      <link>https://trid.trb.org/View/2547878</link>
      <description><![CDATA[The arc welding process is essential for motorcycle frames, which are difficult to form in one piece because of their complex shapes, because a single frame has dozens of joints. Many of the damaged parts of the frames under development are from welds. Predicting the strength of welds with high reliability is important to ensure that development proceeds without any rework. In developing frames, CAE is utilized to build up strength before prototyping. Detailed weld shapes are not applicable to FE models of frames because weld shapes vary widely depending on welding conditions. Even if CAE is performed on such an FE model and the evaluation criteria are satisfied, the model may fail in the actual vehicle, possibly due to the difference between CAE and actual weld bead geometry. Therefore, we decided to study the extent to which the stresses in the joint vary with the variation of the weld bead geometry. Morphing, a FE modeling method and design of experiment method, was utilized to derive the distribution of stress variation in the joint for each dimension of the weld bead shape (throat thickness, leg length, flank angle, etc.). The number of calculations would be enormous if every combination of weld bead dimension values were considered exhaustively. Therefore, the “Latin Hypercube Sampling (LHS)” [1] method of design of experiments can be used to reduce the number of combinations while distributing the probability of occurrence of parameters in a full distribution. Using these methods, the influence of weld quality on frame strength was clarified within a feasible computation time.]]></description>
      <pubDate>Tue, 29 Apr 2025 15:53:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2547878</guid>
    </item>
    <item>
      <title>Research on the Boundary of Pedestrian Leg Impactor Test in Low-Speed Passive and Active Conditions</title>
      <link>https://trid.trb.org/View/2539657</link>
      <description><![CDATA[With the widespread application of the Automatic Emergency Braking System (AEB) in vehicles, its impact on pedestrian safety has received increasing attention. However, after the intervention of AEB, the kinematic characteristics of pedestrian leg collisions and their corresponding biological injury responses also change. At the same time, in order to accurately evaluate the pedestrian protection performance of vehicles, the current assessment regulations generally use advanced pedestrian protection leg impactors (aPLI) and rigid leg impactors (TRL) to simulate the movement and injury conditions of pedestrian legs. Based on this, in order to explore the collision boundary conditions and changes in injury between vehicles and APLI and TRL leg impactors under the action of AEB, this paper first analyzes the current passive and active assessment conditions. Secondly, the simulation software LS-DYNA is used to build a finite element model of APLI and TRL impactor-vehicle collisions to analyze the changes in collision boundary conditions between leg impactors and vehicles. Finally, based on the simulation model, the changes in injury of leg impactors with and without AEB are further analyzed. The research results show that after the intervention of AEB, the impact positions of aPLI and TRL on the front of the vehicle will change, and the change of sedan is more significant than that of SUV. At the same time, under the action of AEB, the damage of aPLI and TRL will change significantly, and the front edge position of the vehicle is more sensitive. This study provides important theoretical support for the subsequent integrated safety assessment of pedestrian protection, provides design references for future pedestrian protection regulation assessments, and has important guiding significance for the optimization of vehicle front-end structures.]]></description>
      <pubDate>Tue, 15 Apr 2025 13:56:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539657</guid>
    </item>
    <item>
      <title>Study on the Impact of Vehicle Pitch During Braking on Pedestrian Leg Injuries</title>
      <link>https://trid.trb.org/View/2539653</link>
      <description><![CDATA[With the increasing prevalence of Automatic Emergency Braking Systems (AEB) in vehicles, their performance in actual collision accidents has garnered increasing attention. In the context of AEB systems, the pitch angle of a vehicle can significantly alter the nature of collisions with pedestrians. Typically, during such collisions, the pedestrian's legs are the first to come into contact with the vehicle's front structure, leading to a noticeable change in the point of impact. Thus, to investigate the differences in leg injuries to pedestrians under various pitch angles of vehicles when AEB is activated, this study employs the Total Human Model for Safety (THUMS) pedestrian finite element model, sensors were established at the leg location based on the Advanced Pedestrian Legform Impactor (APLI), and a corresponding vehicle finite element model was used for simulation, analyzing the dynamic responses of the pedestrian finite element model at different pitch angles for sedan and Sport Utility Vehicle (SUV), and comparing injury indicators for the thigh, lower leg, and knee joint. The results indicate that the vehicle's pitch angle reduces the elongation of the medial collateral ligament (MCL) in the pedestrian's knee and increases the maximum bending moment of the thigh. For sedan with pitch angles, the maximum bending moment of the pedestrian's lower leg decreases at a vehicle speed of 40 km/h and increases at speeds of 30 km/h and 20 km/h. The impact of SUV on the maximum bending moment of the lower leg is opposite to that of sedan. This study holds guiding significance for optimizing vehicle design, enhancing the effectiveness of AEB systems, and establishing stricter pedestrian protection standards.]]></description>
      <pubDate>Tue, 15 Apr 2025 13:56:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539653</guid>
    </item>
    <item>
      <title>Biofidelity Evaluation of AC-HUMs Pedestrian Model Based on Generic Sedan Buck Model</title>
      <link>https://trid.trb.org/View/2539646</link>
      <description><![CDATA[Objective: This study aims to evaluate the biofidelity of the Advanced Chinese Human Body Model (AC-HUMs) by utilizing a generic sedan buck model and post-mortem human surrogates (PMHS) test data.Methods: The boundary conditions of the simulation were derived from the PMHS test with the buck vehicle. The methodology involved the pose adjustment of the upper and lower extremities of AC-HUMs, executed through a pre-simulation approach. Subsequently, a 200 milliseconds whole body pedestrian crash simulation was conducted using the buck vehicle and the AC-HUMs pedestrian model. The trajectories of AC-HUMs during the period from initial position to head impact were recorded, including the Head CG, T1, T8 and pelvis. Based on the knee joint, the corridors of trajectories from the PMHS test were scaled to match the Chinese 50th percentile male to evaluate the biofidelity of AC-HUMs's kinematic response.Furthermore, the biomechanical responses were compared with the PMHS tests, including injuries of chest and lower extremities. This comparison comprehensively evaluated the injury prediction capability of the AC-HUMs pedestrian model under whole-body pedestrian collision scenarios.Conclusion: The results indicate that the trajectories of the four markers on the AC-HUMs pedestrian model were all within the scaled trajectory corridors, confirming that the model exhibits good biofidelity. The results reconstructed similar ligament rupture scenarios (left LCL, right ACL, and MCL) as well as partial rib injuries. The findings also revealed potential biofidelity issues in the neck, ribs, knee joint, and tibia regions of the AC-HUMs model. Despite these challenges, the AC-HUMs pedestrian model demonstrates good biofidelity in motion trajectories and possesses the ability to replicate biomechanical responses. This indicates that the AC-HUMs model has significant potential for virtual vehicle safety assessments in China, positioning it as a promising tool for this purpose.]]></description>
      <pubDate>Tue, 15 Apr 2025 13:56:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539646</guid>
    </item>
    <item>
      <title>Development of a Head and Leg Injury Prediction Method in Car-to-pedestrian Collisions Using Machine Learning</title>
      <link>https://trid.trb.org/View/2535980</link>
      <description><![CDATA[In this study, a head and leg injury prediction method in car-to-pedestrian collisions was constructed by using FE analyses and deep learning. Thirty-seven collisions between small adult female and sedan-type vehicles were supposed. A prediction model for HIC and a leg bending moment was built using time series data of pressure obtained from tube-type sensor inside bumper absorber during a collision as input data. As a result of deep learning, the coefficient of determination was 0.86 for HIC and 0.74 for bending moment, and the degree of injury to pedestrians could be predicted.]]></description>
      <pubDate>Mon, 14 Apr 2025 09:35:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2535980</guid>
    </item>
    <item>
      <title>On the design of vehicle front-ends for pedestrian safety with the advanced Pedestrian Legform Impactor (aPLI)</title>
      <link>https://trid.trb.org/View/2529975</link>
      <description><![CDATA[The latest Euro NCAP Vulnerable Road Users Assessment Protocol (v11.3) introduces the advanced Pedestrian Legform Impactor (aPLI) to reduce the risk of lower extremity injury to pedestrians in a vehicle collision. The addition of femur injury criteria and the added simplified upper body mass, compared to its predecessor –the FlexPLI–, allows a more comprehensive assessment of passive pedestrian safety. However, this presents new challenges for vehicle manufacturers as these additions must be accounted for. The authors perform four sensitivity analyses at two test positions (centre and at the headlight) on two vehicles (compact car and SUV). Thereby, the authors investigate five design parameters that represent the main front-end components and identify that the vehicle type determines the sensitive design parameters significantly. Furthermore, the authors show that the influence of the lower stiffener and energy-absorbing foam diminishes compared to older legform impactors, while that of the bonnet increases.]]></description>
      <pubDate>Mon, 31 Mar 2025 15:29:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2529975</guid>
    </item>
    <item>
      <title>Introducing the concept of alternative intersections with three-phase traffic signals</title>
      <link>https://trid.trb.org/View/2502118</link>
      <description><![CDATA[At intersections where traffic demand is above capacity, reducing the number of signal phases may help operational performance. Alternative intersections may help achieve the reduction; however, retrofits to alternatives with two-phase signals may be impactful and unpopular. The authors' study evaluates five alternative signalized intersections with three critical phases, namely partial median U-turn intersection (MUT), partial continuous-flow intersection (CFI), a combination of MUT and CFI (MUT/CFI combo), reverse reduced conflict intersection (reverse RCI), and thru-cut. Three-phase designs may provide better capacity than conventional intersections with fewer impacts than two-phase intersections and, therefore, may be more palatable to stakeholders. A wide range of simulation scenarios were tested to evaluate the performance of the intersections using VISSIM and the Surrogate Safety Assessment Model. Based on the results, all three-phase designs outperformed the conventional design in terms of traffic operation. The partial CFI and MUT/CFI combo yielded the fewest conflicts among the designs evaluated.]]></description>
      <pubDate>Fri, 21 Feb 2025 17:08:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2502118</guid>
    </item>
    <item>
      <title>CORA+: an objective rating method for the pedestrian protection leg impact</title>
      <link>https://trid.trb.org/View/2464812</link>
      <description><![CDATA[Numerical simulation is an important tool in the development process of vehicles in order to predict the passive vehicle safety extensively. Based on simulation results, physical tests are carried out to evaluate critical points. The validity of numerical simulations is analysed by objective rating methods. Predominantly CORA (Correlation and Analysis) is used to compare the similarity of response time histories between simulation and physical test. In pedestrian protection, the peaks of the response time histories measured during the test are the injury criteria values. Additionally, the risk of injury is determined by these peak values. However, response time histories are found to be rated inadequately by CORA because this method is not emphasising on peak values. The authors investigate Flexible Pedestrian Legform Impactor (FlexPLI) and advanced Pedestrian Legform Impactor (aPLI) data with different CORA parameter settings in order to achieve adequate ratings. Thereby, the authors try to focus on the peak values of the curves while keeping the parameter variation as objective as possible. Further, the authors show a heuristic approach by adding peak value deviation as an additional element to the CORA metric – so called CORA+.]]></description>
      <pubDate>Mon, 30 Dec 2024 17:00:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2464812</guid>
    </item>
  </channel>
</rss>