How To Compare Head Injury Risk From A Front Crash Test To Head Injury From A Head Injury
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1 Comparison of HIC and BrIC head injury risk in IIHS frontal crash tests to real-world head injuries 2015 ESV Conference Gothenburg, Sweden June 10, 2015 Becky Mueller Senior Research Engineer iihs.org
2 Background In crash tests of modern vehicles, HIC typically indicates low head injury risk despite incidence of real-world head injuries from direct impact. BRIC is a new head injury criteria intended to compliment HIC in identifying head injuries.
3 The objective of this study is to compare head injury risk based on HIC and BRIC in IIHS moderate and small overlap front crash tests with real-world head injury rates in similar frontal crashes. Moderate overlap Small overlap
4 Calculating real-world head injury rates Frontal crashes NASS-CDS study Good rated IIHS moderate overlap Model years No rollover, no underride Vehicle categories (photographic evidence) Damage extent: equal or greater than IIHS tests Configuration: small or moderate overlaps Identify head injuries and possible sources
5 Estimating head injury risk from crash tests Two head injury metrics based on different injury mechanisms 17 moderate overlap 122 small overlap Tri-axial linear accelerometer array Three angular rate sensors Hybrid III midsize male dummy
6 Number of cases Real-world crash configurations and head injuries 168 NASS cases of frontal crashes with equal or greater damage No head injury Head injury 51 drivers with head injuries head injury severity AIS 4 6% AIS 3 10% AIS 5 8% AIS 6 10% AIS 2 37% AIS 1 29% 0 similar damage greater damage similar damage greater damage Small overlap Moderate overlap
7 Higher real-world head injury rates for small overlap crashes compared to moderate overlap Skull fracture Moderate overlap (10,027) Small overlap (7,249) Cases (weight) 2 (21.84) 3 (67.29) Rate 0.2% 0.9% AIS 3+ Cases (weight) 7 (117.21) 10 (330.8) Rate 1.2% 4.6% AIS 4+ Cases (weight) 5 (67.11) 7 (247) Rate 0.7% 3.4%
8 HIC AIS 3+ risk Crash test HIC and BRIC AIS 3+ head injury risk 100% Small overlap Moderate overlap 80% Real-world small overlap rate Real-world moderate overlap rate 60% 40% 20% 0% 0% 20% 40% 60% 80% 100% BRIC AIS 3+ risk HIC: Prasad P, Mertz HJ SAE Technical Paper Warrendale, PA: Society of Automotive Engineers. BRIC: Takhounts EG, Craig MJ, Moorhouse K, McFadden J, Hasija V Development of brain injury criteria (BrIC). Stapp Car Crash J. 57:
9 HIC AIS 3+ risk Crash test HIC and BRIC AIS 3+ head injury risk 30% 20% Small overlap Moderate overlap Real-world small overlap rate Real-world moderate overlap rate 10% 0% 0% 20% 40% 60% 80% 100% BRIC AIS 3+ risk HIC: Prasad P, Mertz HJ SAE Technical Paper Warrendale, PA: Society of Automotive Engineers. BRIC: Takhounts EG, Craig MJ, Moorhouse K, McFadden J, Hasija V Development of brain injury criteria (BrIC). Stapp Car Crash J. 57:
10 HIC-based head injury risk more closely reflects real-world rates than BRIC-based risks Moderate overlap Small overlap HIC BRIC HIC BRIC Average value AIS 3+ risk 4.1% 27% 2.5% 32% AIS 3+ real world rate 1.2% 4.6% BRIC correctly indicates that small overlap crashes have higher risks compared to moderate overlap observed in real-world rates
11 HIC identifies high injury risk with hard impacts while BRIC identifies high injury risk with airbag loading High HIC associated with hard impact HIC range during IP hit High BRIC associated with airbag contact BRIC peaks during Airbag loading
12 BRIC may not be correctly identifying most injurious crash events Small overlap tests HIC BRIC airbag only unrestrained motion hard contact airbag only unrestrained motion hard contact minimum average maximum Real-world crashes indicate 70% of AIS3+ brain injured occupants impacted a hard surface in the vehicle
13 HIC is sensitive to restraint system changes where BRIC is insensitive Kinematic improvement in head-to-airbag engagement 2013 Impact HIC BRIC Airbag then IP Airbag only
14 Conclusions BRIC estimates a much larger risk of brain injury than observed in real-world crashes of similar configurations. BRIC correctly identifies higher risk for small overlap compared to moderate overlap crashes observed in real-world data Majority of BRIC measures are high in airbag-only head contact real-world crashes indicate 70% of AIS3+ brain injured occupants impacted a hard surface in the vehicle HIC estimates a much closer risk of brain injury to that observed in real-world crashes of similar configuration. HIC underestimates real-world skull fracture rates, likely because the majority of head injuries are occurring in more severe crashes than IIHS tests
15 Conclusions Lack of correlation between HIC and BRIC in crash tests suggest these metrics may provide different indications of injury Kinematic events associated with BRIC raise concerns whether it correctly identifies the most injurious crash events From vehicles in this study, BRIC appears insensitive to vehicle design changes where HIC makes distinctions Problematic for developing countermeasures which can reduce BRIC
16 More information and links to our YouTube channel and Twitter feed at iihs.org Becky Mueller Senior Research Engineer iihs.org
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