Appendix

Tables and Figures

Table A1. Simulation matrix with the eight simulations numbered in the right-most column.

Figure A1. Vehicle-occupant environment with the GHBMC model.

Table A2. Occupant and crash characteristics from all available SE and ME2+ cases, with survey-weighted p-values,

and matched SE and ME2+ cases. Categorical data is reported as Count (% of total), and numerical data is reported

Median (Q1, Q3). The overall population is described as Unweighted Count (Weighted Percent), while the matched

population is described as Unweighted Count (Unweighted Percent).

a Tot Wgt = Total Weighted

b yrs = Years

c GAD1 = General Area of Damage

All Occupants SE ME2+ p-value Matched SE Matched ME2+ p-value

n (Tot Wgta) 50,926 (24,469,762) 33,492 (17,594,811) 4,233 (1,738,133) 3,217 1,663

Age (yrsb) 34 (23, 50) 35 (23, 51) 29 (21, 46) 0.0019 34 (23,49) 32 (22,48) 0.3133

Sex Male 24,747 (49.0%) 15,964 (48.5%) 2,358 (53.0%) 0.0589 1,739 (54.1%) 907 (54.5%) 1

Delta-V (kph) 17 (13, 23) 17 (13, 23) 18 (13, 25) 0.0514 21 (15,29) 22 (16,33) <0.0001

Model Year 2002 (1999, 2006) 2002 (1999, 2006) 2002 (1999, 2006) 0.7096 2002 (2000,2005) 2002 (1999,2005) 0.415

GAD1c Front 27,416 (60.5%) 18,969 (64.6%) 2,742 (65.3%) 0.2193 2,227 (69.2%) 1,143 (68.7%) 1

GAD1c Rear 3,950 (9.3%) 2,095 (7.9%) 204 (6.4%) 178 (5.5%) 93 (5.6%)

GAD1c Near 6,579 (14.9%) 3,867 (13.8%) 546 (13.5%) 437 (13.6%) 227 (13.7%)

GAD1c Far 5,785 (14.4%) 3,254 (13.0%) 472 (12.9%) 375 (11.7%) 200 (12.0%)

GAD1 T/U 384 (0.8%) 167 (0.7%) 159 (1.9%) 0 (0.0%) 0 (0.0%)

MAIS 2+ 7,601 (4.8%) 4,162 (4.1%) 1,042 (6.8%) 0.0009 551 (17.2%) 437 (26.4%) 0

MAIS 3+ 3,784 (1.3%) 1,983 (1.0%) 605 (2.4%) 0 257 (8.0%) 247 (14.9%) 0

Table A3. Injury counts for each functional group (AIS 2+), with the percent of injury occurrence in parentheses

(injury count/total number of occupants in that crash scenario). The overall population is described as Unweighted

Count (Weighted Percent), while the matched population is described as Unweighted Count (Unweighted Percent).

Functional groups found to have significantly higher injury risk in matched ME vs SE are bolded.

a fx = fracture

Table A4. Statistical analysis for all functional groups, including odds ratios, confidence intervals, p-values, and

false discovery rates. Functional groups found to be statistically significant are bolded.

a fx = fracture

Figure A2. SAE CFC 180 filtered X acceleration crash pulse for SE (blue) and ME (green) high-speed cases. Low-

speed pulses are high-speed pulses scaled by a factor of 0.625.

Figure A3. SAE CFC 180 filtered Y acceleration crash pulse for SE (blue) and ME (green) high-speed cases. Low-

speed pulses are high-speed pulses scaled by a factor of 0.625.

Figure A4. Time sequence for the high-speed GHBMC SE case.

Figure A5. Time sequence for the high-speed Hybrid III SE case.

Figure A6. Time sequence for the high-speed GHBMC ME case.

Figure A7. Time sequence for the high-speed Hybrid III ME case.

Figure A8. Time sequence for the low-speed GHBMC SE case.

Figure A9. Time sequence for the low-speed Hybrid III SE case.

Figure A10. Time sequence for the low-speed GHBMC ME case.

Figure A11. Time sequence for the low-speed Hybrid III ME case.

Figure A12. SE head resultant displacement over the duration of the simulations for GHBMC-O (GHBMC) and

Hybrid III (HIII) (solid vs dashed), Driver (D) and Passenger (P) (dark vs light), and high- (H) and low-speed (L)

cases (blue vs orange).

Figure A13. ME head resultant displacement over the duration of the simulations for GHBMC-O (GHBMC) and

Hybrid III (HIII) (solid vs dashed), Driver (D) and Passenger (P) (dark vs light), and high- (H) and low-speed (L)

cases (green vs red).

Figure A14. SE thorax resultant displacement over the duration of the simulations for GHBMC-O (GHBMC) and

Hybrid III (HIII) (solid vs dashed), Driver (D) and Passenger (P) (dark vs light), and high- (H) and low-speed (L)

cases (blue vs orange).

Figure A15. ME thorax resultant displacement over the duration of the simulations for GHBMC-O (GHBMC) and

Hybrid III (HIII) (solid vs dashed), Driver (D) and Passenger (P) (dark vs light), and high- (H) and low-speed (L)

cases (green vs red).

Table A5. Complete table of injury risks for low-speed GHBMC-O Driver (D) and Passenger (P) cases.

a HIC = Head Injury Criteria b BrIC = Brain Injury Criteria c MPS = Maximum Principle Strain d Nij, cNij = Neck Injury Criteria e Rmax = Peak Deflection for Thoracic Injury Criterion f Amax = Peak Deflection for Abdomen Injury Criterion g RTI = Revised Tibia Index

Table A6. Complete table of injury risks for high-speed GHBMC-O Driver (D) and Passenger (P) cases.

a HIC = Head Injury Criteria b BrIC = Brain Injury Criteria c MPS = Maximum Principle Strain d Nij, cNij = Neck Injury Criteria e Rmax = Peak Deflection for Thoracic Injury Criterion f Amax = Peak Deflection for Abdomen Injury Criterion g RTI = Revised Tibia Index

Table A7. Complete table of injury risks for Hybrid III Driver (D) and Passenger (P) in low- and high-speed cases.

a HIC = Head Injury Criteria b BrIC = Brain Injury Criteria c MPS = Maximum Principle Strain d Nij = Neck Injury Criteria e CTI = Combined Thoracic Index f RTI = Revised Tibia Index

Table A8. Complete table of head and thorax X, Y, Z, and resultant maximum displacements from FE simulations

for both GHBMC-O and Hybrid III Driver and Passenger in low- and high-speed cases.

Table A9. After adding object contacted to the analysis. Statistical analysis for all functional groups, including odds

ratios, confidence intervals, p-values, and false discovery rates. Functional groups found to be statistically

significant are bolded. Vault skull fractures had less than 30 injuries, so this group was excluded from further

analysis.

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