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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <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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      <title>The Development of a Temperature Alarm Device for Failure Prevention of the Automobile Hydraulic Brake System</title>
      <link>https://trid.trb.org/View/1776642</link>
      <description><![CDATA[The pursuit of safer and more reliable car is the trend of modern automobile engineering. The major protection against an automobile accident is the brake system. However, to date, there is no safety device, which is designed to prevent failure from high temperature of the hydraulic brake system. In general, the brake force is generated from the friction between brake shoes and brake drums or disks. As the vehicle slows down, the moment of inertia of the vehicle is transformed into heat to raise the temperature of the brake system. The rapid rising of temperature may result in serious safety concerns of the brake system and its failure could be expected. The main purpose of this research is to develop a device, which can detect high temperature in the hydraulic brake system and provide a safety alarm before it fails. The device utilizes temperature sensors to monitor temperatures of the brake shoe lining and hydraulic fluid of the brake wheel cylinders. Both of the current temperatures are checked with alarm control parameters. When either one of the temperatures exceed the preset value, the control unit will send an alarm signal to warn the driver who should then take precaution and/or prevention actions       ]]></description>
      <pubDate>Thu, 09 Dec 2021 10:12:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1776642</guid>
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    <item>
      <title>ANALYSIS OF HEAD AND NECK RESPONSE DURING SIDE IMPACT</title>
      <link>https://trid.trb.org/View/507391</link>
      <description><![CDATA[This paper presents numerical analyses of head and neck response during side impact.  A mathematical human model for side impact simulation was developed based on previous studies of other researchers.  The effects of muscular activities during severe side impact were analyzed with the use of this model.  Results show that the effect of muscular activities is significant, especially if the occupant is prepared to resist the impact. This suggests that the modeling of muscles is important for the simulation of real accident situations.]]></description>
      <pubDate>Sat, 02 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507391</guid>
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    <item>
      <title>DEVELOPMENT AND VERIFICATION OF A COMPUTER SIMULATION MODEL OF MOTORCYCLE-TO-VEHICLE COLLISIONS</title>
      <link>https://trid.trb.org/View/507392</link>
      <description><![CDATA[In order to establish a systematic approach to the study on the injuries sustained by motorcycle riders in accidents and the assessment of protective devices fitted to motorcycles, this research develops a computer simulation model of motorcycle-to-vehicle collision model based on multibody kinematics and dynamics using the MAthematical DYnamic MOdel (MADYMO).  The effectiveness of the motorcycle-to-vehicle crash model is verified using data of 14 full-scale tests.  Comparisons between the simulation peak head acceleration results and the full-scale crash tests data demonstrate a satisfactory agreement between them.  The simulation results along with the test data indicate that the leg protectors fitted to the motorcycle can induce harmful consequences to the rider head in some configurations, regardless of their aimed protective effects on the rider's legs.  The findings obtained in this study also provide basis for further improvement of the current model.]]></description>
      <pubDate>Sat, 02 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507392</guid>
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    <item>
      <title>APPLICATION OF LOAD CELL BARRIER DATA TO ASSESS VEHICLE CRASH PERFORMANCE AND COMPATIBILITY</title>
      <link>https://trid.trb.org/View/507393</link>
      <description><![CDATA[The National Highway Traffic Safety Administration routinely measures the force exerted on the barrier in crash tests. Thirty-six load cells on the face of the rigid barrier measure the force.  This study examines the load cell barrier data collected during recent years of testing to determine how it can be used to assess vehicle structural crash characteristics and vehicle compatibility in car-to-car crashes.  To illustrate the value of the data, the load cell measurements for a sport utility vehicle are compared with a small car.  The proposed aggressiveness metrics for frontal crash modes are the force at 250 mm of crush, the linear stiffness at various levels of crush, and the height of the center of force at 250 mm of crush.  For front-to-side vehicle crashes, some additional metrics are proposed.  The force distribution when the loading is sufficient to cause intrusion of the side door is proposed as the basis for a metric.  A high percentage of force on the lowest rows is indicative of sill loading, which should be favorable.  A high percentage of force on the highest rows of load cells is indicative of intrusion in the region of the occupant's thorax, which should be unfavorable.  The presence of loading in the upper row of load cells at any time during the crash is indicative of a high hood, which could be the source of head impacts.]]></description>
      <pubDate>Sat, 02 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507393</guid>
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    <item>
      <title>MODELING OF THE HUMAN CERVICAL SPINE USING FINITE ELEMENT TECHNIQUES</title>
      <link>https://trid.trb.org/View/507394</link>
      <description><![CDATA[Efforts using finite element techniques to model the human cervical spine have illustrated viable techniques and approaches for simulating the three-dimensional (3D) motion of the human cervical spine.  However, these studies also revealed difficulties because of insufficient geometric description for such a complex structure and the lack of experimental data for characterizing the mechanical behavior of the biological issues in this anatomical region.  Recent advancement of computer technology has resulted in a large quantity of digital images of the human anatomical structure with high precision.  In addition, new experimental techniques have also produced new test data on human biological tissue properties.  This study developed a finite element representation of the human cervical spine using detailed 3D anatomical data.  The model contains the important structural components of the cervical spine including the vertebrae, the disks, the ligaments, and the facets. Analytical/numerical schemes were developed to identify the viscoelastic material parameters from the quasistatic and dynamic test data of the soft tissues.  Material models in the Dyna3D code were enhanced to simulate the mechanical behavior of these soft tissues.  The motion segment models were then validated against the 3D global responses observed from the experiments.]]></description>
      <pubDate>Sat, 02 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507394</guid>
    </item>
    <item>
      <title>RESPONSE OF FAR-SIDE OCCUPANTS IN CAR-TO-CAR IMPACTS WITH STANDARD AND MODIFIED RESTRAINT SYSTEMS USING HYBRID III AND US-SID</title>
      <link>https://trid.trb.org/View/507395</link>
      <description><![CDATA[This paper provides a summary of preliminary results of three car-to-car 90-deg (1.6-rad) lateral impact crash tests with initially restrained Hybrid III and Side Impact Dummy (US-SID) dummies.  These tests comprised part of a collaborative research project between Monash University, Autoliv Australia, and the Royal Automobile Club of Victoria.  The overall research project objectives were to investigate the nature of nonstruck-side occupant injuries in automobile side impacts and to develop technical solutions to reduce these injuries.  The test program results showed that a sash belt with a pretensioner and good geometry was effective in reducing occupant lateral excursions and lap belt loads.  An increase in occupant neck loading was, however, observed and measured.  Lateral torso seat restraints helped to prevent direct contacts between adjacent occupants resulting in a reduced head injury criterion (HIC) measured for a nonstruck-side occupant dummy.]]></description>
      <pubDate>Sat, 02 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507395</guid>
    </item>
    <item>
      <title>SIMULATION METHOD FOR DYNAMIC OUT-OF-POSITION CRASH TESTS</title>
      <link>https://trid.trb.org/View/507379</link>
      <description><![CDATA[The ongoing industry effort to improve air bag systems for out-of-position occupants (OOPOs) has created the need to reexamine the existing design criteria and development means to be used in the implementation of advanced air bag techniques. Development procedures and test techniques must be augmented to include appropriate testing of the OOPO.  This paper will review the development of a unique dynamic test fixture and test methodology to simulate the predeployment movement of an occupant concatenated with a conventional crash pulse on a HYGE sled. This test methodology provides for efficient development of dynamic occupant tracking systems, biomechanic algorithms, and restraint system controls.]]></description>
      <pubDate>Fri, 01 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507379</guid>
    </item>
    <item>
      <title>MEASUREMENT OF VEHICLE HEAD RESTRAINT GEOMETRY</title>
      <link>https://trid.trb.org/View/507380</link>
      <description><![CDATA[Soft tissue neck injury has become the most frequent type of injury sustained in motor vehicle accidents.  Most of these injuries occur in rear-end impacts.  Consequently, vehicle head restraint geometry has become an important issue in vehicle design and injury prevention.  Vehicle crashworthiness and safety ratings are published by auto insurers around the world including the Insurance Corporation of British Columbia (ICBC) in Canada, the Insurance Institute for Highway Safety (United States), and the New Car Assessment Program (Australia).  These vehicle ratings include head restraint ratings based on static measurements of head restraint geometry.  The authors developed a device for measuring head restraint geometry used in these ratings.  This paper details the results of measurements for 40 current vehicles in North America.]]></description>
      <pubDate>Fri, 01 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507380</guid>
    </item>
    <item>
      <title>AN ANALYSIS OF 72 REAL WORLD IMPACTS--AN INITIAL INVESTIGATION INTO INJURY AND COMPLAINT FACTORS</title>
      <link>https://trid.trb.org/View/507381</link>
      <description><![CDATA[An initial study into actual car-to-car collisions provides insights into the factors associated with physical complaints in real collisions and identifies those areas requiring greater detail.  Data compiled from 72 real world, rear automobile collisions shows that a gap exists between current testing and modeling and the realities of a typical rear impact.  Analysis of the data indicates that among the most significant factors associated with physical complaints, in a rear impact, is an occupant's reported awareness of the impending collision. Awareness of an imminent impact allows an occupant in a struck vehicle to exercise sufficient muscle control to prevent flexion/extension injuries of the neck in many collisions.  Other factors identified include gender, occupant position, preexisting injuries, seat belt usage, seat back failure, and impact orientation.  Finally, the data in the study reveals that the potential for significant head and brain injuries exists in pickup, and even large trucks, struck from the rear.  Analysis of the data suggests areas that may benefit from more detailed analysis.  Among these are the specifics of the injuries/complaints, locations of previous injuries, and occupant position.  Another contributing factor in preventing flexion/extension injuries of the neck is seat back failure.  In those cases where the seat back failed, even slightly, flexion and hyperextension complaints in the neck tended to be less severe.  This was found to be true, even if the impact was a surprise and at high velocity.  The potential may exist to modify current seat design to provide for energy absorption, thereby reducing flexion/extension injuries of the neck.]]></description>
      <pubDate>Fri, 01 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507381</guid>
    </item>
    <item>
      <title>USE OF A KALMAN FILTER TO IMPROVE THE ESTIMATION OF ATD RESPONSE DURING IMPACT</title>
      <link>https://trid.trb.org/View/507382</link>
      <description><![CDATA[A new approach for improving estimates of the kinematic response of anthropomorphic test devices (ATDs) to vehicle crash events has been developed.  This approach employs the Kalman Filter:  a state model based estimation approach that has been widely applied to system dynamics problems ranging from navigation to missile guidance.  The Kalman Filter approach combines measurements of crash event phenomena (acceleration and displacement), kinematic models of ATD behavior, and statistics of sensor noise to create precise estimates of ATD motion during a crash.  This paper presents an implementation of a state model and Kalman Filter model approach and traditional methods involving numerical integration and differentiation.]]></description>
      <pubDate>Fri, 01 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507382</guid>
    </item>
    <item>
      <title>RESPONSE OF THE EUROSID-1 THORAX TO LATERAL IMPACT</title>
      <link>https://trid.trb.org/View/507383</link>
      <description><![CDATA[The Eurosid-1 dummy was subjected to a series of lateral and oblique pendulum impacts to study the anomalous "flat-top" thorax deflection versus time-histories observed in full-scale vehicle tests.  The standard Eurosid-1, as well as two different modified versions of the dummy, were impacted at six different angles from -15 deg (-0.26 rad) to 20 deg (0.35 rad) in the horizontal plane. The flat-top deflections were observed in the tests with the standard Eurosid-1, while one of the modified versions reduced the flat-top considerably.  Full-scale vehicle tests with the standard and modified Eurosid-1 suggest similar reductions.  A second series of tests was conducted on the modified Eurosid-1 to investigate the effect of door surface friction on the shoulder rotation and the chest deflection.  The data suggest that increasing the friction on the door surface impeded shoulder rotation and ultimately reduced the chest deflection in the Eurosid-1.]]></description>
      <pubDate>Fri, 01 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507383</guid>
    </item>
    <item>
      <title>APPLICATION OF A KNEE INJURY CRITERIA FOR THE HYBRID III DUMMY TO ADDRESS A VARIETY OF CAR CRASH AND RESTRAINT SCENARIOS</title>
      <link>https://trid.trb.org/View/507384</link>
      <description><![CDATA[Numerous studies have documented that lower extremity injury is second only to the head and face in automotive accidents.  Knee trauma typically results from high-speed contact with the instrument panel, which can produce fracture and subfracture level injuries.  Current federal safety guidelines use a bone fracture criterion that is based solely on a peak load and states that loads exceeding 10 kN will likely result in gross bone fracture.  However, cadaver experiments have shown that increased contact area (via padding) over the knee can significantly increase the amount of load that can be tolerated before fracture or subfracture injury.  Thus, injury prediction protocols that account for both load and contact area over the knee would produce a more sensitive injury criterion.  Currently knee injury is assessed in car crash simulations using Hybrid III dummies; however, the cadaveric load-area data is not directly applicable to the dummy because of differences in geometry and material properties.  A recent study developed a transformation protocol that provides a simple means of predicting the load-area response of the cadaver via load-area data recorded from a dummy experiment.  In this study, 10 car crash simulations were conducted over a range of Delta-V's and a variety of restraint scenarios (unbelted, belted, full power airbag, and depowered airbag).  After transformation of the dummy load-area data, it was concluded that the injury risk in a corresponding cadaver test was heavily dependent on the composition of the knee bolster and the kinematics of the dummy.  More specifically, stiffer knee bolsters, insufficient restraint, and large Delta-V's contributed to an increased risk of knee fracture.  Such data are useful in the design of future instrument panels and car interiors to provide increased knee injury protection for car occupants.]]></description>
      <pubDate>Fri, 01 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507384</guid>
    </item>
    <item>
      <title>CHALLENGES IN FRONTAL CRASH PROTECTION OF PREGNANT DRIVERS BASED ON ANTHROPOMETRIC CONSIDERATIONS</title>
      <link>https://trid.trb.org/View/507385</link>
      <description><![CDATA[Pregnant occupants pose a particular challenge to safety engineers because of their different anthropometry and the additional occupant within the occupant.  A detailed study of the anthropometry and seated posture of twenty-two pregnant drivers over the course of their pregnancies was conducted.  Subjects were tested in an adjustable seating buck that could be configured to different vehicle package geometries with varying belt anchorage locations.  Each subject was tested four times over the course of her pregnancy to examine changes in seat positioning, seated anthropometry, and positioning of the lap and shoulder belts with gestational age.  Data collected include preferred seating positions of pregnant drivers, proximity of the pregnant occupant to the steering wheel and airbag module, contours of the subjects' torsos and abdomens relative to seat-belt centerline contours, and subject perceptions of their seated posture and proximity to vehicle components.  Observations regarding the pregnant abdomen size, shape, and proximity to the steering-wheel rim and restraints as functions of gestational age and maternal stature and weight are presented.]]></description>
      <pubDate>Fri, 01 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507385</guid>
    </item>
    <item>
      <title>SHEARING AND BENDING EFFECTS AT THE KNEE JOINT AT LOW SPEED LATERAL LOADING</title>
      <link>https://trid.trb.org/View/507386</link>
      <description><![CDATA[The main objective of this study is to determine the damage tolerance and describe the damage mechanisms of the extended human knee when it is exposed to lateral impact loads in car-pedestrian accidents, particularly those that occur at a low velocity (20 kph), and compare the results with those obtained at a high velocity (40 kph).  In-Vitro experiments with human subjects were conducted where only the purest possible shearing deformation or the purest possible bending deformation affected the knee region.  When the knee joint was exposed to deformation, the common initial damage mechanism was ligament damage related to ACL (60%).  This type of damage occurred when mean values of the peak shearing force and the peak bending moment acting at the knee joint level were 2.4 kN and 418 Nm, and the shearing displacement and bending angle were 16 mm and -2.9 deg (-0.05 rad), respectively.  When the knee joint was exposed to deformation, the most common initial damage mechanism (40%) was ligament damage related to MCL.  The mean values of the peak shearing force and the peak bending moment calculated when this damage occurred were 1.6 kN and 358 Nm, respectively.  This type of initial damage occurred when the knee was bent 12.3 deg (0.22 rad).  The initial metaphysics fracture of the femur due to bending deformation of the knee was observed in only 20% of the cases.  The mean values of the peak shearing force and the peak bending moment developed at knee joint level that correspond to this damage were 0.9 kN and 205 Nm.  This type of damage occurred when the knee was bent 12.3 deg (0.22 rad).  The physical values of the shearing force and the bending moment at the time of initial damage for low-speed lateral loading were found to be similar with those from previously performed experiments at high-speed lateral loading.  The ratio of bone fracture to ligament damage was 0.3 in the shearing deformation test and 0.5 in the bending deformation test at low speed.]]></description>
      <pubDate>Fri, 01 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507386</guid>
    </item>
    <item>
      <title>PEDESTRIAN INJURIES INDUCED BY THE BONNET LEADING EDGE IN CURRENT CAR-PEDESTRIAN ACCIDENTS</title>
      <link>https://trid.trb.org/View/507387</link>
      <description><![CDATA[The objective of this research is to clarify the significant factors causing AIS 2+ femur or pelvis pedestrian injury and to understand whether the current European Experimental Vehicles Committee (EEVC) upper legform test reflects real world pedestrian accidents.  An in-depth case study was conducted using 82 selected pedestrian accident cases from 1987 to 1997 in the database of the Japan Automobile Research Institute and the Institute for Traffic Accident Research and Data Analysis.  The results indicate the significant factors were the bonnet leading edge height, the vehicle registration year, and the pedestrian age.  The bumper lead was not a significant factor.  However, the test condition of the EEVC upper legform test depends on the bumper lead and the bonnet leading edge height.  It is recommended that the current test condition of the EEVC upper legform test be reconsidered excluding the bumper lead.]]></description>
      <pubDate>Fri, 01 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507387</guid>
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