HEAD RESTRAINTS -
Identification of Issues Relevant to
Regulation, Design, and Effectiveness
National Highway Traffic Safety Administration
Office of Crashworthiness Standards
Light Duty Vehicle Division
November 4, 1996
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3.0 Biomechanical Aspects of Neck Injuries and Head Restraint Design
5.0 Review of ODI's Consumer Complaint File
7.0 IIHS's Evaluation of Head Restraints
9.0 Ongoing NHTSA Research on FMVSS No. 207, Seating Systems
10.0 Future Head Restraint Designs
11.0 Identification of Safety Issues
Since January 1, 1969 passenger cars have been required by FMVSS No. 202 to have head
restraints in the front outboard seating positions. Head restraints must be at least 27.5 inches
above the seating reference point in their highest position and not deflect more than 4 inches
under a 120 pound load. Optionally, they must not allow the relative angle of the head and torso
of a 95th percentile dummy to exceed 45 degrees when exposed to an 8 g acceleration. FMVSS
202 was extended to light trucks and vans under 10,000 pounds on September 1, 1991.
In 1982 NHTSA reported the effectiveness of integral and adjustable restraints at reducing neck
injuries in rear impacts was 17 and 10 percent, respectively. The difference was due to integral
restraints being higher with respect to the occupants head than adjustable restraints, which are
normally left down. It was concluded that head restraints were a cost effective safety device.
The term whiplash refers to the motion of the head and neck relative to the torso and the
associated neck injuries occurring when a vehicle is struck from the rear. Symptoms of pain in the
head, neck, shoulders, and arms may be associated with damage to muscles, ligaments and
vertebrae, but in many cases no lesions are evident using non-invasive means. Onset of symptoms
may be delayed and may only last a few hours, however in some cases effects of the injury may
last for years.
A historical examination of head restraint height requirements indicates that the focus has been the
prevention of neck hyperextension. The predecessor to FMVSS 202 was GSA Standard 515/22
which applied to vehicle purchase by the U.S. Government and went into effect on October 1,
1967 [8]. It required that the top of the head restraint achieve a height 27.5 inches above the H-point. Also in 1967, research by Severy et al.,[31] using staged 30 mph crashes concluded that a
restraint 28 inches above the H-point was adequate to prevent neck hyperextension of a 95th
percentile male. Kahane [19] theorized that a 50th percentile male was adequately protected by a
27.5 inch high head restraint because it was likely to reach the base of the skull. However,
Kahane also speculated that a 31 inch high restraint was more than twice as effective than a 28
inch high restraint at reducing injury.
Current research supports the contention that hyperextension may not be necessary for whiplash
to occur. Low speed staged impacts performed by McConnell et al.,[21] indicate that mild
whiplash symptoms can occur without exceeding the normal range of motion. Animal research at
Chalmers University in Sweden suggests that the rapid head/neck motion, within the normal
range, cause spinal canal pressures to damage nerve ganglia [37]. In contrast Mertz and Patrick
[22] showed that 44 mph impacts can be sustained without injury if no relative motion occurs
between the head and torso. A Volvo study reported that when vehicle occupants involved in
rear crashes had their heads against the head restraint during impact no injury occurred [18]. The
same study related a rear impact simulation computer model to actual accident data and identified
the rate of volume change in the cervical spinal canal as a possible predictor of whiplash injury.
Other predictors identified were neck shear force, neck tensile force and head angular
acceleration. Another study of Volvos involved in rear impacts showed that a significant increase
in injury duration occurred when the occupant's head was more than 4 inches away from the head
restraint [26].
Several computer modeling studies have shown that seat design features other then head restraint geometry affect the likelihood of neck injury. Simulating impacts consistent with FMVSS 301 (V = 32 km/h), Nelson et al.,[24] showed that increasing recliner stiffness is likely to reduce whiplash injury and occupant rebound velocity can be controlled by the extent of plastic deformation in the seat recliner. Simulating similar rear impact velocities, researchers at the University of Virginia found occupant-to-seat friction a highly determinate factor in ramping of the occupant. They also concluded that increasing seat back stiffness would reduce ramping. Simulating much lower speed impacts (V = 12.5 km/h = 7.8 mph), Svensson et al.,[35] found that a stiffer seat, in combination with modification to upholstery, reduced head/torso displacement.
It is estimated from the National Accident Sampling System (NASS) data that between 1988 and
1994, 742,340 whiplash injuries (non-contact AIS 1 neck) occurred annually in passenger cars
(PCs), light trucks, and vans (LTVs). The average cost (excluding property damage) of such an
injury is $6,045 [5], resulting in a total annual cost of $4.5 billion. Thus, a small improvement in
the effectiveness of head restraints could yield large monetary savings.
NASS data from 1988 - 1994 show that in tow-away rear impacts the injury rate for LTVs and
PCs is 16.4 and 29.8 percent, respectively (see Table 4.2). However, the sample size for LTVs is
much smaller and possibly less accurate. For PCs the difference in injury rate by restraint type is
3.3% (32.5 - 29.2), with integral restraints having a higher rate.
For PCs the injury rate for females is slightly higher than for males with a difference of 1.4 percent (30.4 - 29.0). When PC occupants are segmented by gender and height the injury rate for males increases for increasing height (Fig. 4.2). For females the trend is for injury rate to decrease with increasing height, but at half the rate of the male increase. The combined male-female data show an increase in injury rate with age of PC occupant.
The Insurance Institute for Highway Safety (IIHS) evaluated the head restraints of 164 vehicles
based on their position relative to the H-point [6]. Scores were reduced for adjustable restraint
under the assumption that they typically are not adjusted properly. Eight percent of restraints
were given an acceptable or better rating. Twenty-one percent were rated marginal and 71 percent
as poor.
NHTSA performed a survey of the relative position of occupant's heads and head restraints on
282 vehicles. The tops of 59 percent of adjustable restraints were at or above the occupant's ear
(Table 6.2). For integral restraints the value was 77 percent. Sixty-nine percent of adjustable
restraints had a backset of less than 4 inches (Table 6.3). This value was 77 percent for integral
restraints. In general, a larger percentage of integral restraints were positioned to decrease
whiplash potential. Half of adjustable restraint were left down. Three quarters of these could have
been raised to decrease whiplash potential (Fig. 6.1).
Using 1995 sales data for the top 20 PCs and LTVs, the percentage of integral and adjustable head restraints was estimated (Table 6.6). Nearly 90 percent of PCs have adjustable restraints. By contrast nearly 80 percent of LTVs have integral restraints.
The European analogue to FMVSS 202 is Economic Commission for Europe (ECE) Regulation No. 25. By the year 2000 this regulation will require front outboard seating positions to have a head restraint that can achieve a height of 31.5 inches above the H-point (4 inches above FMVSS 202). The minimum height at all seating positions will be 29.5 inches above the H-point.
Since January 1, 1969, passenger cars have been required by Federal Motor Vehicle Safety
Standard (FMVSS) No. 202 to provide head restraints that meet specified requirements for each
designated front-outboard seating position. On September 1, 1991, FMVSS No. 202
requirements were extended to trucks (LTs), multipurpose passenger vehicles (MPVs), and buses
with a gross vehicle weight rating (GVWR) of 10,000 pounds or less. The standard requires that
either of two conditions be met:
1.) During a forward acceleration of at least 8g on the seat supporting structure, the
rearward angular displacement of the head reference line shall be limited to 45 from the
torso reference line; or
2.) The head restraint must measure at least 27.5 inches above the seating reference point,
with the head restraint in its fully extended position. The width of the head restraint, at a
point 2.5 inches from the top of the head restraint or at 25 inches above the seating
reference point, must not be less than 10 inches for use with bench seats and 6.75 inches
for use with individual seats. The head restraint must withstand an increasing rearward
load until there is a failure of the seat or seat back, or until a load of 200 pounds is
applied. When the load reaches 120 pounds, the portion of the head form in contact with
the restraint must not exceed a rearward displacement (perpendicular to the extended
torso reference line) of 4 inches.
Two types of head restraints have been utilized to meet the requirements of FMVSS No. 202:
Integral head restraints -- This system consists of a seat back high enough to meet the 27.5
inch height requirement. There is a variety of integral head restraint designs (Appendix
A).
Adjustable head restraints -- This system consists of a separate head restraint pad that is
attached to the seat back by sliding metal shaft(s). The occupant may adjust the restraint
to the top, bottom, or intermediate positions. Some restraints allow angular rotation
(Appendix A). The angular adjustment feature allows the occupant to adjust the restraint
closer to the rearmost portion of the head.
1.2.1 Establishment of FMVSS No. 202, Head Restraints for Passenger Cars (PCs)
Effective January 1, 1969, each passenger car manufactured on or after that date had to comply
with the requirements of FMVSS No. 202 [9]. The standard required a head restraint for the
driver position and right front seating position to reduce the frequency and severity of neck injury
in rear-end and other collisions. The restraint was intended to limit rearward motion of an
occupant's head in a rear impact crash, thereby preventing whiplash or neck sprain injury due to
hyperextension of the neck.
1.2.2 Notice of Proposed Rulemaking (NPRM) to Incorporate FMVSS No. 202 into FMVSS No. 207
On March 19, 1974, a NPRM (Docket No. 74-13; Notice 1) was published in the Federal
Register [10]. The NPRM proposed to: (1) extend applicability of FMVSS No. 202 to
multipurpose passenger vehicles (MPVs), light trucks, and bus driver seats manufactured after
September 1, 1976; (2) establish barrier crash testing for cars, MPVs, and light trucks; and (3)
consolidate FMVSS No. 202 with 207 because of the relationship between head restraints and
seats.
On March 16, 1978, a Notice of Request for Public Comment (Docket No. 78-07; Notice 1)
invited public comments on a draft plan for the motor vehicle safety and fuel economy rulemaking
of the National Highway Traffic Safety Administration (NHTSA) over the five year period 1980-1984 [11]. A review of the active dockets revealed that a number of actions were not completed
either because limited resources were directed toward higher priority actions, the magnitude of
the problem was not large, or NHTSA was unable to adequately document the nature and extent
of the problem. A listing and brief discussion of each of the 13 actions which the Agency
contemplated terminating were presented. The NPRM (Docket No. 74-13, Notice 1) was
included on the list.
On April 26, 1979, NHTSA published the "Five Year Plan for Motor Vehicle and Fuel Economy
Rulemaking, Calendar Years 1980-1984" which confirmed the termination of the 1974 FMVSS
No. 207 upgrade and FMVSS No. 202 consolidation [12].
1.2.3 Expansion of FMVSS No. 202 to Trucks, MPVs & Buses
On September 25, 1989, a notice of Final Rule (Docket No. 88-24; Notice 2) was published in the
Federal Register extending the applicability of FMVSS No. 202, "Head Restraints," to trucks,
multipurpose passenger vehicles, and buses with gross vehicle weight rating of 10,000 pounds or
less [14]. The expanded applicability of FMVSS No. 202 became effective September 1, 1991.
1.2.4 Clarification of Test Procedure for Head Restraint Strength
Pursuant to the President's March 4, 1995 "Regulatory Reinvention Initiative," a Final Rule was
published in the Federal Register to clarify a test procedure in FMVSS 202 [15]. The test
procedure for head restraint strength made reference to the "rearmost portion of the head form."
This phrase was replace with "any portion of the head form in contact with the head restraint."
2.0 Previous Regulatory Evaluation
"An Evaluation of Head Restraints, Federal Motor Vehicle Safety Standard 202", by Charles
Kahane, NHTSA, February 1982, estimated the effectiveness of head restraints in reducing the
overall risk of injury in rear impacts at 17 percent for integral head restraints and 10 percent for
adjustable head restraints. These estimates were based on Texas State accident files from 1972,
1974 and 1977. The data did not record the type of injury so it was not possible to determine
head restraint effectiveness in reducing whiplash.
Kahane estimated that 75 percent of adjustable restraints were left in the down position based on
observation and evaluation of studies done from 1971 to 1973 [19, pg.108]. An analysis of data
from the National Crash Severity Study (NCSS) showed that the in-use median height of
adjustable head restraints was less than 26 inches. By contrast, the median height of integral head
restraints was over 28 inches [19, pg.259]. Since the median height of pre-standard seat backs
was about 22 inches, adjustable head restraints, in effect, provided only two-thirds as much
additional height as integral head restraints. This difference in height was believed to be the
dominate factor causing integral restraints to be more effective in reducing injury than adjustable
restraints.
The lifetime cost of integral and adjustable head restraints was calculated to be $12.33 and
$40.44, respectively, in 1981 dollars [19, pg.39]. Because of their superior ability to reduce
injuries and lower cost, integral restraints eliminated 5.6 times more injuries per dollar than
adjustable restraints. It was further determined that the total range of cost effectiveness for head
restraints was 1020 injuries eliminated per million dollars spent for drivers with integral restraints,
down to 60 injuries eliminated per million dollars for passengers with adjustable restraints (Table
2.1). In comparison, it was estimated that for a million dollars it is reasonable for society to
expect the elimination of 460 - 1500 whiplash injuries. The upper bound of this estimate was
calculated by considering medical costs, lost wages, and legal and insurance administrative costs.
The lower bound was calculated by considering liability payments including compensation for pain
and suffering and economic losses. Clearly, there was considerable overlap between the expected
costs and benefits for drivers with integral head restraints. For passengers with integral restraints
the confidence bounds shown in Table 2.1 overlap the range of expected benefits.
Position/Restraint Type | Injuries Eliminated per $Million | Confidence Bounds |
Driver/Integral | 1020 | 490 - 1580 |
Passenger/Integral | 360 | 160 -540 |
Driver/Adjustable | 190 | 60 - 320 |
Passenger/Adjustable | 60 | 20 - 110 |
The NHTSA Final Regulatory Evaluation (FRE), Extension of Head Restraint Requirements to
Light Trucks, Buses, and Multipurpose Passenger Vehicles with Gross Vehicle Weight Rating of
10,000 Pounds or Less, Federal Motor Vehicle Safety Standard 202 [32], indicated that when
FMVSS 202 was issued in 1968, light truck sales were not as large a fraction of the under 10,000
pounds GVWR vehicle market as they were in 1989. In 1970, light trucks comprised 15.7
percent of the combined passenger car and light truck market, compared to 28.7 percent in 1985.
The changing trends in light truck use and sales resulted in the agency deeming it appropriate to
determine whether some of the safety standards originally applied only to passenger cars should
be extended to other vehicles.
The FRE discussed comments received in response to the NPRM extending FMVSS No. 202 to
trucks, buses, and MPVs with GVWR of 10,000 pounds or less [13]. Several commenters
recommended that integral head restraints be required because they had been shown to have a
higher overall effectiveness. The NHTSA Office of Plans and Policy is schedule to perform an
effectiveness analysis for head restraints in light trucks in the 1997 Fiscal Year .
3.0 Biomechanical Aspects of Neck Injuries and Head Restraint Design
3.1 Neck Anatomy and Range of Motion
The skeletal structure of the neck is comprised of seven cervical vertebrae defining the top of the
spine between the thorax and skull. The vertebrae are numbered from C1 to C7 as they descend
the neck. The C1 vertebra is named the atlas and provides the bearing surface upon which the
skull rests. The superior surface of the atlas and the occipital condyles of the skull form a
synovial joint. This joint allows up/down movement of the head which is exemplified by the 'yes'
gesture. Another synovial joint is formed by the atlas and the axis (C2 vertebra). This allows
rotation of the head from left to right about the axis of the neck exemplified by the "no" gesture.
The remainder of the vertebrae are separated by fibrocartilaginous discs. The vertebrae are tied
together by many anterior (front) and posterior (rear) ligaments which run the length of the spinal
column. The skull, torso and vertebrae are connected by multiple muscle which are symmetric
about the midsagittal plane. Movement of the head with respect to the torso is provided by these
muscles.
The following terms are used to describe neck kinematics. The term flexion refers to the
combined translation and rotation of the head/neck complex forward and down in the midsagittal
plane. Extension is the movement rearward and down in the same plane. Lateral flexion is the
translation and rotation of the head/neck complex in the medial lateral or transverse plane.
Rotation is as described above. If the prefix "hyper" is used with these terms it means motion
beyond the normal or voluntary range.
A study using 100 subjects between the ages of 18 and 23 years reported the average voluntary
range of motion as shown in columns two and three of Table 3.1 [4]. Columns four and five
show the average voluntary range of motion from another study which used 61 subjects between
the ages of 18 and 24 [30]. The combined flexion plus extension range is lower for the second
study. However, direct comparison of such data must be made with caution because of variations
in measurement techniques.
Table 3.2 shows the average voluntary range of motion in the midsagittal plane (flex. + ext.)
reported in two studies for males and females in three age groups [30, 16]. The study represented
by columns two and three show a greater range of motion across all ages and sexes. The trend
for both studies is for decreasing range of motion with increased age and for females to have a
greater range of motion than males for all except the 18-24 year age group.
|
Subjects 18-23 yrs. [4] | Subjects 18-24 yrs. [30] | ||
Male | Female | Male | Female | |
Flexion | 66 | 69 | ------------ | ------------ |
Extension | 73 | 81 | ------------ | ------------ |
Flex. + Ext. | 139 | 150 | 129 | 124 |
Total Lateral | ------------ | ------------ | 86 | 86 |
Total Rotation | ------------ | ------------ | 149 | 150 |
|
Study [16] | Study [30] | ||
Subject Age | Male | Female | Male | Female |
18-24 | 138 | 138 | 129 | 124 |
35-44 | 109 | 122 | 103 | 105 |
62-74 | 94 | 99 | 77 | 84 |
The term "whiplash" was first used in 1928 to describe neck injuries caused by traffic accidents
[33]. Whiplash or neck sprain is not thought to be a contact injury in that it is not caused by a
blow to the neck, but rather by the motion of the head and neck relative to the torso. Damage to
the muscle, ligaments, and vertebrae of the neck are consistent with whiplash. In general, the
injuries do not lend themselves to radiological assessment [22]. However, magnetic resonance
imaging (MRI) may be more effective identifying lesions [3]. Some symptoms are neck and head
pain, vertigo, and dysphagia (difficulty in swallowing). Involvement of the cervical nerves and
spine often lead to symptoms in the head, shoulder, arms or upper back. Onset of symptoms may
take hours or days and may last hours or years.
3.3 Head Restraint and Seat Design as Related to Neck Injury Mechanisms
3.3.1 Historical Perspective on Head Restraint Height Requirement
In a 1957 study, a head restraint design was proposed to minimize neck injury. The study
proposed that a padded 6-inch fixed head restraint be attached to the top of automobile seat backs
for neck protection [29]. The General Services Administration (GSA) Standard 515/22 Head
Restraints for Automotive Vehicles , went into effect in October of 1967 for vehicles purchased
by the federal government [8]. It required that the head restraint be adjustable to 27.5 inches
above the H-point and be between 1 and 4 inches behind the torso line. The preamble of the final
rule contains no details as to the selection of these parameter, but states that this standard, along
with the other GSA automotive standards were "developed through consultation with
Government agencies, the medical profession, trade associations, technical societies, and the
automotive industry".
In 1967 Severy et al.,[31] performed 12 full scale dynamic rear impact crash tests using pairs of
identical Ford sedans at impact speeds of 10, 20, 30, 40 and 55 mph. Seat back heights of 22 and
25 inches were used along with seat backs and seat back/head restraint combinations of 28
inches. Seat heights were measured from the undeformed seat surface along the seat back. This
was believed to be equivalent to measuring from the H-point. In part, the research was aimed at
determining the "lowest seatback consistent with effective protection from whiplash...". It was
concluded that a 28 inch seat back provided "adequate protection against the injury producing
forces of most rear-end collisions...", even for 95th percentile males. Results showed that in a 30
mph impact, with a 28 inch seat and the test dummy positioned with a 3 and 6 inch backset, the
test dummy's rearward head rotation was 16 and 24 degrees, respectively.
Kahane presented anthropometric information to support the idea that a 27.5 inch head restraint
provides adequate support for the head and neck of a 50th percentile male (70 inch tall) [19].
Adequacy of height was measured against the restraint's presumed ability to reduce whiplash
caused by neck hyperextension. Kahane made the following assumptions.
"A head restraint or seat back should come close to achieving its full benefit if it is high
enough to reach beyond the top of the occupants neck - i.e., up to the skull. Additional
seatback height would provide little additional restraint. The seatback would provide
little or no protection if it fails to reach even the bottom of the occupant's neck. If the
seat back reaches somewhere between the top and bottom of the neck, it would
presumably give an intermediate amount of protection". [19, pg 251]
Kahane theorized through a statistical model for a 70 inch occupant; since a) the erect seating
height to the base of the skull of a 50th percentile male is about 27.5 inches above the chair base;
b) people slouch between 0 and 2.5 inches; and c) the length of the neck is about 4 inches, head
restraint with heights below 22 inches have almost no benefit and above 27.5 inches have almost
full benefit.
3.3.2 Current Perspectives on Head Restraint Positioning and Neck Injury
During the mid-to-late 1960's, as the GSA head restraint standard was being developed and
implemented, the aim of the standard and research of the era seemed focused on the reduction of
whiplash due to hyperextension. Current research supports the contention that hyperextension or
hyperflection may not be necessary for whiplash to occur.
McConnell et al., [21] performed a series of low speed (V 3.6 - 6.8 mph) staged rear end crash
tests using volunteer test subjects (males 32 to 59 yrs.). The tops of the subjects' heads were 6.3
to 7.9 inches above the tops of the head restraints and backset was 2.0 to 4.6 inches. No cervical
motion beyond voluntary range of motion was observed. However, all subjects exhibited
whiplash symptoms such as mild neck awareness, head aches, and muscle soreness that lasted a
few minutes to a few days. Matsushita et al., [20] had similar results in sled tests, with V 1.6 -
3.0 mph, using male and female subjects. Matsushita also offered an analysis of the kinematics of
volunteers with stooped-shoulder posture which suggests that upward motion of the head relative
to head restraints is not entirely reliant on the torso sliding along the plane of the seat back
(ramping), but rather on straightening of the spine's curvature. This was also thought to cause
compression in the cervical spine.
In contrast to the findings in [21] and [20], Mertz and Patrick [22] showed that a sled acceleration
simulating a 44 mph rear collision can be withstood with little discomfort if the subject's head is
initially placed against a flat head rest and the seat is rigid. This result indicates that neck injuries
may be significantly reduced during rear impacts if the head is prevented from moving rearward
relative to the torso in the midsagittal plane.
Svensson et al.,[36] performed sled impacts at V = 12.5 km/h (7.8 mph) on modified production
seats using a Hybrid III dummy with a Rear Impact Dummy (RID) neck (see section 3.3.4 for
discussion on RID neck). The surface of the head restraint was flat and vertical with its top above
the head C.G. (50 mm below top of head). They found that reducing the backset from 100 mm
(3.9 in.) to 40 mm (1.6 in.) caused a reduction in maximum head/torso angle from 33 to 12
degrees and head acceleration from 30.9 to 18.6 g.
In a recent study by Ono and Kanno [27], neck loads were calculated for human volunteers during
rear impact (V 1.2 - 2.5 mph) sled tests with varying head restraint heights and seat angles.
Tests were run with a "standard" head restraint (center of restraint at head C.G. height), a "low"
head restraint (center of restraint at C1 vertebra), and with no head restraint. For all test cases the
bending moment sharply increased when rotation angles were still small. This may have been due
to resistance from cervical muscles, which could damage soft tissue. Head rotation, bending
moment, and axial load were smallest with the standard head restraint. The highest shear force,
axial force, and bending moment were found with the low head restraint. In the case of no head
restraint, the shear force on the neck was the lowest, but the head rotational angle was the
largest, resulting in cervical hyperextension.
In a study by Volvo, a computer model (MADYMO 2D) was developed of a seated occupant
with a mechanically equivalent spine [18]. The effect of head restraint position, body lean and
seat inclination were investigated for a rear impact (V = 11.2 km/h = 7 mph). Ramping and
straightening of the spine occurred. Results were used to determine which measured parameters
best predicted injury by correlation with real world injuries. Shear and tensile force in the neck
along with head angular acceleration were identified as good predictors of injury. Also, the time
derivative of the volume in the cervical spinal canal or "flow" was thought to be a good predictor
of injury potential.
3.3.3 Seat Back Stiffness and Neck Injury
A French study [17] using an accident data base containing 8000 involved vehicles concluded that
as seat backs have become stiffer, head restraints have become more effective at reducing neck
injuries. When seat backs are weak and break upon rear impact the head restraint may not
become involved in altering occupant kinematics.
Nilson et al.,[24] assessed the effect of seat recliner stiffness and energy absorption on occupant
kinematics and neck loading using a MADYMO model. A Hybrid III dummy was modeled with a
RID neck. Rear impacts up to a V of 32 km/h (20 mph) were modeled, approximating the
impact required by FMVSS 301. The seat back was modeled with recliner stiffnesses linearly
increasing with angular deflection. The "medium" stiffness was 87 Nm/degree (770 in-lbs/deg.).
The "weak" and "stiff" seats had half and twice the stiffness of the "medium" seat, respectively.
The three linear unloading stiffnesses used in the model, ranged from completely elastic to
completely plastic. The model seat was described as having a "high" head restraint, but no
dimensions were given. The results showed that increases in recliner stiffness resulted in a
probable increase in occupant protection as measured by head/torso angle, C1 neck moment and
head acceleration. The results improved more between the "weak" and "medium" seats than
between the "medium" and "stiff" seats. The "medium" stiffness seat, with a minimum yield
strength of 1.5 KN-m (13,300 in-lbs), was believed sufficient to prevent the occupant from
ramping out of the seat as measured against a 60 degree limit proposed by Viano [38]. The chest
rebound velocity of the dummy increased with the elasticity of the unloading phase regardless of
the loading phase stiffness.
Under contract to NHTSA the University of Virginia (UVA) has developed and applied a
production seat MADYMO computer model in support of an ongoing FMVSS No. 207
rulemaking. The final report will be placed in the Docket. The agency will consider the results of
this when deciding whether to continue or terminate the rulemaking action of two ongoing
petitions on FMVSS No. 207. The study assessed the influence of parameters such as dummy
size, dummy/seat friction and seat stiffness on dummy kinematics. The study concluded that
increasing the amount of rearward torque a seat back can withstand to 30,000 in-lbs at 30 degrees
of deflection should reduce occupant ramping. The model also found the amount of ramping to
be dependent on the seat friction value used. Ramping may reduce the effectiveness of head
restraints by causing the occupants head to be farther above the restraint.
Svensson et al. [35] performed sled tests at low speeds (V = 12.5 km/h = 7.8 mph) with a
Hybrid III and RID neck on production seats. The head restraint tops were adjusted to eyebrow
level. The elastic rebound of the seat was found to increase the relative velocity of the head and
torso if the torso rebounded forward while the head was still moving rearward. Svensson also
made modifications to production seats to improve whiplash protection [36]. The surface of the
head restraint was made flat and vertical with its top above the head C.G. Increases in seat back
stiffness increased head/torso displacement slightly. However, a stiffer seat combined with a
stiffer lower-back cushion and a deeper upper-back cushion reduced head/torso displacement.
This combination of changes eliminated the horizontal gap between the head and head restraint in
the initial phases of the impact.
3.3.4 Neck Injury Criteria and Dummy Necks
The accurate assessment of the ability of a head restraint to reduce whiplash injuries requires both
valid neck injury criteria and a dummy with properly instrumented, biofidelic neck. The extent to
which human volunteers can be used to develop neck injury criteria is obviously limited, so the
precise mechanisms of whiplash injury remain unknown. Based on cadaver and very limited
volunteer tests, Mertz and Patrick [23] recommended occipital condyles tolerance levels for neck
extension in a 50th percentile male (Table 3.3).
|
Study [23] |
Torque | 48 Nm |
Shear | 845 N |
Axial Tension | 1000 N |
Axial Compression | 1110 |
An animal study performed at Chalmers University in Sweden indicated that pressure changes in
the cervical spinal canal may cause whiplash symptoms even if the voluntary range of motion is
not exceeded [37]. Live pigs were exposed to rapid extension-flexion motion of the cervical spine
while the spinal canal pressure at various location were measured. Histopathological examination
of the animals revealed injury to the nerve-root region of the cervical and upper thoracic spine.
The researchers theorized that due to the rapid pressure change the incompressible cerebra-spinal
fluid had no where to go and stressed the surrounding tissue. The same injury mechanism is
possible in humans, so an effective head restraint must stop head motion before the spinal canal
pressures reach an injury threshold. A quantitative assessment of the human injury threshold
could not be extrapolated from these data.
A NHTSA study evaluating non-contact inertial loads on the head-neck of cadavers is currently
underway. The Medical College of Wisconsin (MCW) has completed construction of a cart and
pendulum mechanism to evaluate frontal, rear, and side neck injuries (Appendix B). Testing has
begun and is expected to continue through the 1998 fiscal year as specimens become available.
There are plans to perform a series of rear impact tests with head restraints in a variety of
positions. Since the specimens lack neck musculature, development of full whiplash injury criteria
is not expected. Rather, the study will add to the body of knowledge in the head/neck kinematics
of rear impact.
Test dummies have been used in the dynamic evaluation of head restraints since the 1960's and the
biofidelity of the results has been in question for just as long [31]. Some of the data obtained in
the MCW study along with volunteer data from the Naval Biodynamics Laboratory [7] have been
used in the development of an improved biofidelic neck for a new crash test dummy being funded
by NHTSA. A prototype neck is being tested at the MCW facility. The entire dummy will be
undergoing field testing from June 1996 to June 1997. Some researchers have surmised that the
current Hybrid III dummy neck lacks biofidelity in rear impact tests. Foret-Bruno [17] found that
it registered excessive shear loads when little or no relative motion between the head and torso
occurred. Svensson and Lovsund believed the Hybrid III neck to be too stiff in the midsagittal
plane and developed the Rear Impact Dummy (RID) neck for use with the Hybrid III [34]. The
neck has a mechanical representation of C1 - T2 vertebrae and has been validated against
volunteer data.
4.0 Evaluation of Real-World Crashes
4.1 Estimated Cost of Whiplash
Whiplash injuries are classified as minor injuries (AIS 1) on the Abbreviated Injury Scale (AIS)
since they pose a relatively low threat to life. However, due to their high incidence rates and
often long-term consequences, whiplash injuries can be associated with high societal costs.
To estimate the total cost of whiplash per year in the U.S. requires an accurate value for the cost
per injury and the total number of injuries. The National Accident Sampling System -
Crashworthiness Data System (NASS CDS) collected data on both towaway and non-towaway
crashes until 1986. Columns two and three of Table 4.1 give the average annual number of
whiplashes during the period from 1982 - 1986 in towaway and non-towaway crashes. For both
PCs and LTVs the ratio of towaway to non-towaway whiplashes is 75%. Columns four and five
of Table 4.1 provide the average annual number of whiplash injuries in towaways occurring from
1988 - 1994. Assuming 75% ratio between whiplashes occurring in towaway and non-towaway
crashes for 1988 - 1994, it is estimated that 742,340 whiplashes occurred annually for PCs and
LTVs combined. This estimate may be conservative because many cervical injuries, including
whiplash, occur in unreported accidents [3]. In addition, even when the accident is reported,
whiplash may not be, due to its delayed onset.
|
1982 - 1986 | 1988 - 1994 | ||
|
PC | LTV | PC | LTV |
Towaway | 217,599 | 27,962 | 265,173 | 53,183 |
Non-Tow | 290,068 | 37,066 | ---------- | ---------- |
According to 1994 NHTSA estimates, when the most severe injury to an occupant is an AIS 1
injury to the face, head or neck the cost is $5,893 per person [5]. This estimate excludes property
damage and travel costs, but includes medical, legal, insurance, productivity and work costs.
Converting this to 1995 dollars, the cost is $6,045. Projecting this figure nationally for the
estimated number of whiplash injuries, the total monetary cost is $4.5 billion [$6,045 x 742,340]
annually.
4.2 Injury Rate and Duration and Contributing Factors
A review of Japanese insurance data showed that in 1991 more than 50% of the injuries in car-to-car accidents were to the neck [27]. This was up from a level of 44% in 1985. Ninety-five
percent of injuries in rear impacts were AIS 1 in 1991. Seventy-eight percent of the rear impact
injuries were to the neck and 95% of these were whiplash. A review of rear impacts in Sweden
showed 10% of occupants with neck pain after an accident have symptoms which persist for five
years [25]. The risk of medical disability was 10% for AIS 1 neck injuries and only 0.1% non-neck AIS 1 injuries. In a 1987 study of rear impact accidents in Volvos, 29 of 33 occupants
suffered whiplash symptoms [26].
Olsen et al.,[26] determined that a statistically significant increase in duration of injury occurred
when the occupant's head was more than 10 cm (4 in.) away from the head restraint. Forty
percent had symptoms for longer than three months. In another study of Volvos, when the
occupant pushed against the seat back and head restraint prior to impact, thus reducing the
backset distance to zero, no injury occurred [18]. However, Nygren et al.[25] did not find
backset of the head restraint to increase the rate of neck injury. Rather, he determined that the
farther the top of the head restraint is below the top of the occupants head the greater the risk of
injury. This is consistent with the 1981 analysis of Kahane who, based on Texas accident data,
speculated that a head restraint 31 inches above the H-point is more than twice as effective at
reducing overall injury than a head restraint 28 inches above the H-point [19, pg. 280].
Olsen et al. and Jakobsson et al.[18] both reported that when the stiffer vehicle side structures
were involved in the rear impact the rate of neck injury increased. In Jakobsson et al., it was also
reported that having a turned head at the time of impact increased the chance of neck injury
lasting more than three months. A reclined seat increased the neck injury potential, but an extra
cushion on the head restraint did the opposite.
4.3 NASS Data for Front Outboard Occupants in Rear Impacts
The following analyses are based on NASS weighted data of towaway crashes. Non-contact AIS
1 neck injuries (whiplash) to front outboard occupants have been identified from impacts where
the primary damage was to the rear of the vehicle. As shown above in section 4.1, the majority of
whiplash injuries occur in non-towaway crashes. Therefore, the trends found and observations
made based on the towaway data may not hold for the entire population of crashes.
4.3.1 Whiplash Rate by Head Restraint Type, Vehicle Type, and Occupant Gender
Table 4.2 shows the annual number of whiplash injuries in rear impacts to front outboard
occupants over the age of fifteen from NASS weighted data (1988 - 1994). The data are broken
down by gender, vehicle type and head restraint type. The parenthetical values in each cell are the
rate of injury. The injury rate for LTVs and PCs is 16.4 % and 29.8%, respectively. This is
consistent with the results reported by the agency in 1989 using 1982 to 1984 NASS data [32].
The 1989 analysis included LTVs without head restraints which were estimated to be 75% of the
total. The agency was not able to determine conclusively the reason for the difference in whiplash
injury rate.
For the 1988 to 1994 NASS data, only LTVs coded as having head restraints were included.
However, the LTV injury rate estimates may not be as accurate as those for PCs because the LTV
estimates are made from a much smaller sample size. This is, in part, because LTVs were not
required to have head restraints until September 1, 1991. In the NASS data file (1988 - 1994),
more LTV seats were coded as not having a head restraint than as having integral or adjustable,
combined. Before the 1992 model year (MY), the way in which the NASS data collectors coded
a seat as having an integral or no head restraint was by subjective assessment of seat appearance.
No height measurement was made. Therefore, seats which may have met the height requirement
of FMVSS 202 were possibly coded as not having a head restraint.
Analyzing the PC results, the overall whiplash injury rate for both sexes and restraint types is
29.8%. This is significantly less than the rates of greater than 70% reported in Japanese insurance
data [27] and 80% reported in a smaller Swedish study [26]. Part of this variation may be due to
whiplash not being mentioned in the accident reports because of delayed onset. Also Kahane [19,
pg. 86] showed from 1979 NASS data that the rate of whiplash or possible whiplash is higher for
non-towaway rear impacts than for towaway rear impacts. For the NASS PC data the injury rate
for females is slightly higher than for males, with a difference of 1.4% (30.4 - 29.0) for the
combined head restraint types.
The difference in injury rate for restraint types is 3.3% (32.5 - 29.2), with integral restraints
having a higher rate for both sexes combined. This is not consistent with the results from Kahane
which indicated that integral head restraints were more effective in reducing neck injury [19]. It is
not clear why these results differ. It may be that in newer vehicles integral restraints are being
placed in relatively smaller vehicle than adjustable restraints in comparison to the vehicles of the
Kahane report (See Appendix E). Also, the designs of the restraints may have changed over the
years or occupants may be adjusting them properly more often than in years past. Another reason
for the difference could be that Kahane used Texas data only and that data was not limited to
towaway crashes.
|
|
Male | Female | M + F |
PC | Integral | 5315 (31.3) | 6362 (33.5) | 11,677 (32.5) |
Adjustable | 16,711 (28.4) | 26,990 (29.7) | 43,701 (29.2) | |
Int. + Adj. | 22,026 (29.0) | 33,352 (30.4) | 55,378 (29.8) | |
|
|
|
|
|
LTV | Integral | 775 (22.3) | 359 (9.2) | 1134 (15.4) |
Adjustable | 245 (15.0) | 339 (22.8) | 584 (18.7) | |
Int. + Adj. | 1020 (20.0) | 698 (13.0) | 1718 (16.4) | |
|
|
|
|
|
PC + LTV | |
|
|
57,096 (29.3) |
Parenthetical values indicate injury rate.
4.3.2 Passenger Car Whiplash Rate by Occupant Height and Gender
The NASS data for PC rear impacts were sorted to determine the whiplash injury rate by occupant height. The occupants were segmented into categories having a three inch height range. Occupants of unknown height were rejected, as were height ranges where the total number of unweighted observations was less than 20. Figure 4.1 shows the annualized total number of occupants involved in rear impacts and the annualized number of occupants with whiplash. The median height range for both the total number of involved occupants and occupants with whiplash is 66 through 68 inches.
Kahane found that, for rear impacts, female occupants were more vulnerable to neck injury (25%
higher for towaway rear crashes) than males, prior to FMVSS 202 being in place [19, pg. 95].
He theorized that this was because females, on the average, have considerably narrower necks and
less muscle mass than males. Yet, the female neck must support a head of roughly the same
volume as the male neck. The NASS data in Table 4.2 showed only a slightly higher female
whiplash rate ({30.4 - 29.0}/29.0 = 4.8%) for PCs when occupants of all heights were lumped
together.
Figure 4.2 shows the whiplash rate for each sex broken down by height. Again, if the total number of unweighted observations was less than 20, the data were not used. Each data point represents occupants with a height range 1.5 inches about this point. A line is plotted through each data point using the "least squared" method. From these lines it can be seen that the trend for the male data is increasing injury rate with increasing height (slope = 0.01). The trend for the female data is the opposite, but the line is flatter (slope = -0.005). A possible explanation for these trends may be that since, on average, females are shorter than males the current head restraint heights are more effective in reducing injury for females. The taller males are not protected as well, causing the steeper upward trend in injury rate. Looking at the individual data points at the height ranges where the genders overlap, females have a higher injury rate at two of three height ranges. This may support the theory that female musculature is not as effective in supporting the head.
4.3.3 Passenger Car Whiplash Rate by Occupant Age
An evaluation of rear impact whiplash rate by occupant age shows an increase with age (Fig. 4.3). For occupants between 15 and 34 the rate is 27.5 percent. For occupants between 35 and 54 the rate is 32.6 percent and for those 55 and over, 34.4 percent. This may be related to the reduction in voluntary range of motion with increasing age (Table 3.2).
5.0 Review of ODI's Consumer Complaint File
The total number of consumer complaints related to head restraints for model years 1988 - 1995
was 202 (Table 5.1). Twenty-two percent of the complaints were related to the head restraint
being too low/short for the occupant. Twenty percent of the complaints were related to visibility
impairment.
Nature of Complaint | Number of Complaints |
Too low/short | 45 (22.3%) |
Visibility impaired | 41 (20.3%) |
Does not stay up/locked | 30 (14.9%) |
No head restraints | 26 (12.9%) |
Poor design/location, no support/protection | 17 ( 8.4%) |
Uncomfortable, rattles, loose, other minor problems | 17 ( 8.4%) |
Too far back | 13 ( 6.4%) |
Broke, failed | 13 ( 6.4%) |
|
202 (100%) |
Note: Results of data run performed on September 13, 1995
A subgroup of complaints (Table 5.2) was compiled to evaluate accident related complaints with
respect to head restraints. Five complaints stated that the head restraint detached, bent or no
longer locked due to the accident. Four consumers believed they were injured because their head
restraint was too low. One consumer believed his accident was due to impaired vision caused by
the head restraint.
Nature of Complaint | Number of Complaints |
Failed after accident (e.g., detached,
does not lock, bent, etc.) |
5 |
Injured due to low head restraint | 4 |
Injured due to no head restraint | 4 |
Head restraint not up/locked
during accident |
1 |
Impaired visibility caused accident | 1 |
|
14 |
In the past, there were two investigations related to head restraints: (1) Electrically Operated
Headrest Failure or Malfunction--BMW 5- & 7-series, MY unknown; and (2) Failure of Front
Seat Head Restraint--Ford Taurus, MY 1986-1988. The first investigation was initiated because
the electrically operated front seat head restraints could fail to move even though the drive motor
was operating. The second investigation was prompted because a consumer alleged that the
adjustable front seat head restraint could not be maintained in a raised position. Neither of the
investigations led to a recall.
6.0 Survey of Restraint Positioning and Fleet Composition
6.1 Occupant/Head Restraint Position Survey Results
In the Fall of 1995 a survey was performed at the Department of Transportation Headquarters
and a Washington area Metro (subway) parking lot exit to evaluate head restraint usage. The
survey included an evaluation of the head restraint location relative to the drivers of PCs and
LTVs . The survey was aimed towards newer vehicles. The survey data form is shown in
Appendix C. The numerical results are given in Tables 6.1 - 6.4 and Figure 6.1. Two-hundred
and eighty-two driver head restraints were evaluated. There were two occurrences of restraint
removal. Seventy-seven percent of the surveyed restraints were adjustable and 23 percent were
integral (Table 6.1).
Sample Size | % Integral | % Adjustable |
282 | 23 | 77 |
It was determined visually if the top of the head restraint was at or above the level of the top of
the driver's ear (Table 6.2). This is the approximate location of the head's C.G. Fifty-nine percent
of the adjustable restraints surveyed were at or above the top of the driver's ear. Seventy-seven
percent of the integral restraints surveyed were at or above the top of the driver's ear.
|
At or Above Ear | Below Ear |
Adjustable | 59% | 41% |
Integral | 77% | 23% |
A visual determination was also made of whether the driver's head was within 4 inches
horizontally of the head restraint (Table 6.3). For adjustable head restraints 69 percent were
touching or within 4 inches of the driver's head. Twenty-nine percent of these restraints were
greater than 4 inches from the occupant's head. An assessment could not be made for 2 percent
of cases. Seventy-seven percent of the integral head restraints surveyed were touching or within 4
inches of the driver's head. Twenty percent of these restraints were greater than 4 inches from
the occupant's head. Three percent could not be assessed.
|
0" - 4" | > 4" | Unknown |
Adjustable | 69% | 29% | 2% |
Integral | 77% | 20% | 3% |
As mention in section 2.1, Kahane [19] estimated that 75 percent of adjustable restraints were left
in the down position. In the current survey it was determined that 47 percent of adjustable
restraints were left in their lowest position (Fig. 6.1). Twenty-six percent of these were
sufficiently high to have the top of the restraint above or at the top of the ear. Fifty-one percent
of adjustable restraints were not in their lowest position. Thirty percent of these were below the
top of the ear. Two percent of all adjustable restraint cases could not be assessed.
6.2 Occupant/Head Restraint Position Survey Analysis
To get a sense of the combined vertical and horizontal position of the surveyed head restraints,
each was placed in Class A, B or C (Table 6.4). The classes correspond to the restraint's
position or potential position referenced to the driver's head. A head restraint was placed in Class
A when: (1) the top of the head restraint was at or above the top of the occupant's ear, and (2)
the head restraint was less than four inches away from the rearmost portion of the occupant's
head. A head restraint located too far away from the occupant's head and/or too low could
potentially allow rearward and/or angular displacement between the head and neck before the
head contacts the restraint. Thus, restraints in Class A, potentially, offer better whiplash
prevention. A head restraint was placed in Class B if, when observed, it was not positioned to
meet criteria (1) and/or (2), but appeared capable of being adjusted to meet them by raising the
head restraint or reducing the seat recline angle. Class C restraints appeared not capable of being
positioned to meet criteria (1) and/or (2).
Fifty-three percent of the surveyed adjustable head restraints were in Class A. An additional 19
percent were in Class B with the remaining 28 percent in Class C. For integral restraints, 70
percent were in Class A, 30 percent in Class C and none in Class B.
|
Class A | Class B | Class C |
Adjustable | 53% | 19% | 28% |
Integral | 70% | 0% | 30% |
Based on the overall survey results the following observations can be made.
Three quarters of head restraints were adjustable.
Half of the adjustable restraints were left in the "down" position. Three quarters of these could have been raised to increase the potential whiplash protection.
Of the restraints that were vertically adjusted, thirty percent required further adjustment to increase the potential of whiplash protection.
A greater percentage of integral head restraints than adjustable head restraints were positioned to provide increased potential for whiplash protection. With proper positioning a similar percentage of adjustable restraints could achieve the same level of potential effectiveness.
Other qualitative observations were apparent from the survey. For example, many newer vehicles
(MY 1990+) had a rotating feature that allowed the restraint to be in closer proximity to the
occupant's head. Many occupants adjusted the restraint to fit behind the neck. Consumers may
not perceive the head restraint as a protective device, but simply as a head rest or pillow. In
addition, the newer vehicle head restraints appeared to be more upright and closer to the occupant
than in previous models. In older model vehicles (MY 1980's & older), the head restraints tended
to follow the seat back angle.
6.3 Head Restraint Height Survey
To obtain a rough estimate of head restraint heights at the driver's position for late model vehicle,
a small number of vehicles were sent to the Vehicle Research and Test Center (VRTC) in Ohio.
VRTC measured the maximum and minimum heights using the procedure defined in FMVSS 202.
The sample consisted of 20 vehicles: 14 PCs and 6 LTVs. The results for each vehicle are shown
in Appendix D. The averages are contained in Table 6.5. Of the 14 PCs measured, 11 had
adjustable restraints. Of the six LTVs measured, three had adjustable restraints. On average, the
LTV integral restraints were 0.9 inches over the 27.5 inch requirement of FMVSS 202. The PC
integral restraints were 2.3 inches above the required height. The adjustable restraints for the
LTVs and PCs achieved similar average maximum heights at about 1.3 inches over the
requirement. The average adjustment ranges were 1.7 and 2.1 inches for LTVs and PCs,
respectively.
|
LTV | PC | ||
|
Min. | Max. | Min. | Max. |
Adjustable | 27.1 | 28.8 (n = 3) | 26.8 | 28.9 (n = 11) |
Integral | ---------- | 28.4 (n = 3) | ---------- | 29.8 (n = 3) |
Note: n = sample size.
6.4 Estimate of 1995 Fleet Composition
Kahane [19, pg. 114] reported that for PCs in model years 1969 - 1981 the percentage of integral
restraints varied between 9% and 39%, with the value in 1981 being 33%. To obtain a rough
estimate of the distribution of integral versus adjustable head restraints in the front outboard
positions of recently manufactured vehicles the sales figures for the 1995 top 20 selling PCs and
LTVs were acquired [2]. The restraint type for each model was determined by observation at
vehicle dealerships. Although some models had both types of head restraint available, depending
on the trim-line, only the type most commonly observed was used. Appendix E contains the sales
data and restraint type for each model. The top 20 sales leaders accounted for 50 and 76 percent
of total 1995 sales for PCs and LTVs, respectively. Table 6.6 shows the restraint type
distribution. The data clearly indicate that, in newer vehicles, PCs typically have adjustable
restraints and LTVs typically have integral restraints. However, when lumped together there is
about an even split between the two restraint types.
|
Adjustable | Integral |
PC | 88% | 12% |
LTV | 21% | 78% |
Total | 53% | 47% |
7.0 IIHS's Evaluation of Head Restraints
In November 1995, the Insurance Institute for Highway Safety (IIHS) published the report,
Measurement and Evaluation of Head Restraints in 1995 Vehicles, [6]. The head restraints in 164
vehicles were measured: five were rated as good, eight acceptable, 34 marginal and the remaining
117 as poor.
The head restraint evaluations were based on two criteria: the height of the restraint and its
horizontal distance from the back of the head (backset). Both of these variables were measured
relative to the head of a seated average-size male, as represented by a specially designed head
form mounted on a standard H-point machine. The H-point machine was seated in accordance
with FMVSS No. 208 S11.4.3.1 and the seat was adjusted to achieve a torso angle of 25 degrees
from vertical.
The vertical reference value used in the evaluation of each head restraint was the distance from
the top of the head to the head's center of gravity. The vertical reference measurement of 9 cm
was taken from the 50th percentile adult male dummy drawing [1]. The height of a head restraint
was rated as "marginal" if the restraints top was 9 1 cm below the top of the head form. The
vertical rating was "good" if the distance from the top of the head form to the top of the restraint
was less than 6 cm (i.e. the top of the head restraint was at least 3 cm above the head's center of
gravity). Table 8.1 shows the dimensions for each rating.
The reference value used to evaluate backset was 10 cm. This is from a study by Olsson [26],
mentioned in section 4.2, that showed a statistical relationship between the backset and the
duration of neck symptoms. The backset of a restraint was rated as "marginal" if the horizontal
distance between the head form and restraint was 10 1 cm. The backset was rating as "good" if
the distance was less than 7 cm. A restraint's overall rating was the lower of the height and
backset scores.
|
Height Rating | Backset Rating |
|
Top of Head Form to Top of Head Restraint | Back of Head Form to Head Restraint |
Good | < 6 cm | < 7 cm |
Acceptable | 7 1 cm | 8 1 cm |
Marginal | 9 1 cm | 10 1 cm |
Poor | > 10 cm | > 11 cm |
IIHS first evaluated adjustable restraints in their lowest position. If the restraint manually locked
in its "up" position it was also evaluated in that position. If IIHS determined that a restraint
would possibly lock under dynamic loading, the restraint was evaluated in its "up" position. The
overall rating of adjustable restraints were lowered one category to reflect the likelihood that
many occupants would not adjust the head restraint. Restraints that did not lock manually or
dynamically in the up position received a score based on the measurements for the "down"
position.
It should be pointed out that the IIHS head restraint ratings were based on geometric values only
and were not correlated with either injury claims or injury rates for those specific make-models.
Such an analysis may verify the geometric value rating of the vehicles.
The European analogue to FMVSS 202 is Economic Commission for Europe (ECE) Regulation
No. 25. In its current form the regulation requires all forward facing outboard seats to have head
restraints. FMVSS 202 only requires restraints in the front outboard seats. Regulation No. 25
requires integral head restraints to have a 29.5 inch height above the H-point. Adjustable
restraints must be able to achieve this height, but cannot be any lower than 27.5 inches in any
position of adjustment. The achievable height specified by ECE No. 25 is 2 inches higher than
required by FMVSS 202. Further, FMVSS 202 has no minimum limit for the range of
adjustment.
In May of 1996, a proposal was accepted to phase-in raised head restraint height requirements for
front outboard seats and raised minimum head restraint height requirements for all outboard seats.
The phase-in period is 48 months, after which front head restraints must be able to achieve a
height of 31.5 inches. Adjustable head restraint in front and rear seats cannot be any lower than
29.5 inches. These new provisions result in a required achievable head restraint height four inches
above that required by FMVSS 202. The minimum acceptable height will be 2 inches higher than
the required achievable height in FMVSS 202.
9.0 Ongoing NHTSA Research on FMVSS No. 207, Seating Systems
In addition to the research project sponsored at UVA (see section 3.3.3), NHTSA is funding the
development of a generic integrated safety seat by EASi Engineering (EASi) and Johnson
Controls (JCL), Inc. EASi is subcontracted to JCL to build and test the prototype for safety
requirements. The designed integrated seat will be for a production vehicle and the safety
requirements will exceed the current FMVSS requirements including FMVSS 202. A report on
the final design will be placed in the Docket during the Fall of 1996. Prototypes may be designed
and tested in consultation with the agency.
10.0 Future Head Restraint Designs
A variety of new head restraint designs have been proposed in an effort to reduce whiplash by
improving the relative position of the head and head restraint. The "Cervigard" is a form fitting
passive head restraint which attempts to be in close proximity to and support the entire head/neck
complex [39].
Another proposed head restraint uses proximity sensors to track the occupant head during normal
driving [28]. Electrical motors then automatically position the head restraint vertically and
horizontally. During a rear impact the restraint is passive. A patent is pending on the device.
Delphi Interior and Lighting Systems has developed the Pro-tech active head restraint (Appendix
F). During normal driving the head restraint can be adjusted as desired by the occupant. During a
rear impact the force of the occupants torso on a pressure plate in the seat structure forces the
restraint forward and upward. The developers believe this deployment process will occur rapidly
enough to limit the relative motion of the head and torso resulting in a reduction in whiplash
injuries. The first commercial application of the patented device will be in the 1997 Saab 9000.
The Pro-tech head restraint is part of a total seat system called the "Catcher's Mitt". The
"Catcher's Mitt" promises high retention of the occupant during a rear impact by providing
energy absorption in transverse deforming seat back cross members. The deforming lower seat
back cross member produces a pocketing of the occupant's pelvis and lower back in the
deforming seat back padding which resists ramping as well as attenuates occupant loading.
11.0 Identification of Safety Issues
The purpose of a head restraint is to prevent whiplash injury of the neck in rear-impact crashes.
There are several open questions related to the protection provided by head restraints.
(1) Are existing restraints sufficient in preventing neck injuries in rear impacts? How can head
restraints and seating systems be improved to reduce neck injuries? What means should
be used to measure improvements?
(2) Is the height requirement sufficient? Should there be a requirement for the horizontal
distance between the head and head restraint? Should adjustable head restraints have to
lock in position?
(3) If the FMVSS 202 height requirement is changed, should the alternate dynamic procedure
be changed to maintain equivalence between the compliance options? Is a dynamic test
procedure a necessity for active head restraints? Is the current knowledge base in neck
injury criteria sufficient to extend the performance requirements of the dynamic
procedure? Would changes to the Hybrid III neck have to be made?
(4) In response to the 1982 Evaluation [19], one commenter opposed higher restraint height
requirements due to the potential decrease of occupant visibility. Can a solution be
reached which considers visibility and injury prevention?
(5) The current European Community head restraint height requirements exceed FMVSS 202 and they are proceeding with increased height requirements. Should this provide the bases for a change in the U.S.?
(6) In what way could an upgrade of FMVSS No. 207, Seating Systems, affect requirements for head restraints? Should any change in FMVSS No. 202 be synchronized/ integrated with changes in FMVSS 207?
RESTRAINT TYPE | ADJUSTABLE FIXED | ADJUSTABLE FIXED |
RESTRAINT LOCATION VERTICAL
|
TOP OF REST LEVEL WITH TOP EAR?
ABOVE BELOW |
TOP OF REST LEVEL WITH TOP EAR?
ABOVE BELOW |
RESTRAINT LOCATION HORIZONTAL
|
TOUCHING < 4" AWAY > 4" AWAY
CAN'T TELL |
TOUCHING < 4" AWAY > 4" AWAY
CAN'T TELL |
USAGE |
ADJUSTED?
YES NO |
ADJUSTED?
YES NO |
OVERALL
RATING
|
ADEQUATE?
YES NO |
ADEQUATE?
YES NO |
VEHICLE
INFO/ NOTES
|
MAKE/MODEL:
PC VAN UTIL LT |
MAKE/MODEL:
PC VAN UTIL LT |
Make | Model | Model Year | VIN | Restraint Type | Front Restraint Heights | Head Restraint Width 2.5" Below Top | ||||
Integral | Adjustable | Integral | Adjustable | |||||||
Linear | Angular | Max. | Min. | |||||||
Pontiac | Sunfire (2 Dr.); Bucket | 1995 | 1G2JB1246S7525177 | |
|
|
|
30.00" | 28.38" | 9.0" |
Jeep | Cherokee 4x4 (2 Dr.); Bucket | 1994 | 1J4FJ27S5RL204793 | |
|
|
|
28.5" | 26.75" | 10.75" |
Ford | Windstar Minivan; Bucket | 1995 | 2FMDA5142SBB41033 | |
|
|
27.75" | |
|
9.75" |
Plymouth | Acclaim (4 Dr.); Split bench | 1992 | 1P3XA46K1NF229044 | |
|
|
|
28.25" | 25.5" | 11.5" |
Saturn | SC Coupe
(2 Dr.); Bucket |
1992 | 1G8ZG1475NZ113598 | |
|
|
|
28.63" | 27.0" | 10.75" |
Eagle | Vision (4 Dr.); Bucket | 1993 | 2E3ED56T9PH534039 | |
|
|
|
27.5" | 24.0" | 10.25" |
Nissan | 240SX (2 Dr.); Bucket | 1994 | JN1AS44D4SW007796 | |
|
|
|
29.13" | 28.25" | 9.25" |
Ford | Explorer (2 Dr.); Bucket | 1993 | 1FMDU32XXPA55250 | |
|
|
27.5" | |
|
14.25" |
Chevrolet | Lumina (4 Dr.); Split bench | 1995 | 2G1WL52MXS1172244 | |
|
|
|
29.5" | 27.0" | 11.0" |
Honda | Civic (2 Dr.); Bucket | 1993 | 2HGEH2367DH518401 | |
|
|
29.25" | |
|
8.5" |
Volvo | 850 (4 Dr.); Bucket | 1996 | YV1LS556T2268222 | |
|
|
31.25" | |
|
9.5" |
Toyota | Camry LE (4 Dr.); Bucket | 1996 | 4T1BG12KXTU674917 | |
|
|
|
29.5" | 27.0" | 11.25" |
Ford | Taurus LX (4 Dr.);Bucket | 1996 | 1FALP53S8TA118031 | |
|
|
|
29.25" | 27.75" | 10.5" |
Honda | Passport (4 Dr.); Bucket | 1995 | 4S6CY58V8S4416752 | |
|
|
|
29.0" | 27.5" | 10.25" |
Pontiac | Bonneville SE (4 Dr.); Split Bench | 1996 | 1G2HX52K5TH200537 | |
|
|
|
28.5" | 26.25" | 12.5" |
Ford |
Probe SE (2 Dr.); Bucket | 1995 | 1ZVLT20A0S5143817 | |
|
|
29.0" | |
|
9.25" |
Ford | Thunderbird (2 Dr.); Bucket | 1995 | 1FALP6247SH130959 | |
|
|
|
28.0" | 26.25" | 11.0" |
Ford | F-150 XLT P/U; Bench | 1995 | 1FTEF15N6SLB25102 | |
|
|
|
29.0" | 27.0" | 10.5" |
Chrysler | Cirrus Lxi (4 Dr.); Bucket | 1996 | 1C3EJ56H7TN124484 | |
|
|
|
30.0" | 27.25" | 10.5" |
Dodge | Grand Caravan SE; Bucket | 1996 | 1B4GP44R1TB185367 | |
|
|
30.25" | |
|
10.25" |
Passenger Cars | Light Trucks and Vans | ||||
Vehicle | 95 Sales | HR Type | Vehicle | 95 Sales | HR Type |
Ford Taurus | 366266 | A - 96' | Ford F pickup | 691452 | I |
Honda Accord | 341384 | A | Chevrolet C/K pickup | 536901 | A |
Toyota Camry | 328602 | A | Ford Explorer | 395227 | I - 96' |
Honda Civic | 289435 | I | Ford Ranger | 309085 | I |
Saturn | 285674 | A | Dodge Ram pickup | 271501 | I |
Ford Escort | 285570 | A | Dodge Caravan | 264937 | I |
Dodge Neon | 240189 | I | Jeep Grand Cherokee | 252186 | I |
Pontiac Grand Am | 234226 | A | Ford Windstar | 222147 | A |
Chevrolet Lumina | 214595 | A | Chevrolet Blazer | 214661 | A |
Toyota Corolla | 213640 | A | Chevrolet S10 pickup | 207193 | I |
Chevrolet Cavalier | 199001 | A | Plymouth Voyager | 178327 | I |
Chev. Corsica | 192361 | A | GMC Sierra pickup | 176957 | A |
Ford Contour | 174214 | A | Ford Econoline van | 157803 | I |
Nissan Altima | 148171 | A | Toyota compact pickup | 143472 | A |
Dodge Intrepid | 147576 | A | Nissan compact pickup | 126662 | A |
Buick LeSabre | 141410 | A | Chevrolet Astro | 119510 | I |
Ford Mustang | 136962 | A | Dodge Dakota | 111677 | I |
Nissan Sentra | 134691 | A | Jeep Cherokee | 110552 | I - 96' |
Pontiac Grand Prix | 131747 | A | Ford Aerostar | 87547 | I |
Olds. Cutlass Ciera | 128860 | A | Chevrolet G van | 86838 | I |
Note: A = Adjustable, I = Integral. All sales data is for 1995. Head restraint types are for MY 95 except as indicated.