WHIPLASH PROTECTION SYSTEM

ABSTRACT
If you are involved in a rear-end car accident, statistics tell us that you have a one in four chance of
sustaining a whiplash injury. Whiplash is caused when the head is very quickly jerked backward and
forward at the moment of collision, resulting in damage to the muscles and ligaments in the neck. It is a
long-overlooked injury which causes pain and misery for thousands of people each year. For many years,
the fact that it was difficult to detect physically whiplash injury and whiplash sufferers were dismissed as
being hypochondriacs
or malingerers, and could not get any treatment. So what can be done to prevent some of the estimated
200,000 whiplash injuries that occur in car accidents each year?
WHIPS are an integrated safety system for avoiding neck injuries and are one of the most effective in the
market. In the event of a powerful rear end collision the backrests and head restraints in the front seats
follow the movements of the seat occupants body. The occupants are pulled tightly into the contours of
the orthopedic-designed seats and headrests, limiting movement of the neck and back, which cause neck
and back injuries to occur. Whiplash Protection System (WHIPS) is designed to help protect occupants in
the event of a rear-end collision.
It can be concluded that seats aimed at preventing whiplash injuries in
general also lower the risk in real-life crashes. Furthermore it can be concluded
that results from existing consumer crash test programs for whiplash correlate
with real life injury outcome

Figure showing the impact of a whiplash injury in an automobile accident .

1.0 INTRODUCTION
Fig. 1 Whiplash Protection System

Whiplash preventive measures have so far been focused on developments of the seat. Since the
70s head restraints have been implemented more and more frequently. To date all seating positions in
most car models are fitted with head restraints. The whiplash injury reducing effects of head restraints
have been shown to be relatively low, between 5% and 15%. In order to increase the vehicle
crashworthiness in high-speed rear end crashes, vehicle seats have become stiffer since the late 80s.
Stiffer seats have probably increased the whiplash injury risks in low-speed rear-end crashes. Based
on this knowledge more advanced whiplash protection devices have been introduced in the market.
The better protection is achieved through improved geometry and dynamic properties of the head
restraint or by active devices that move in a crash as the body loads the seat. The main ways to lower
the whiplash injury risk are to minimize the relative motion between head and torso, to control energy
transfer between the seat and the body and to absorb energy in the seat back.
Nowadays several systems exist, for example RHR or AHR (Reactive Head Restraint or Active Head
Restraint) in several car models, RAS (Reactive Seat) in Volvo and Jaguar, WIL (Whiplash Injury
Lessening) in Toyota. RHR was firstly introduced in Saab cars in 1998 (SAHR), and is
today the most common whiplash protection concept on the market. It exists in several models in
Audi, Ford, Mercedes, Nissan, Opel, Skoda, Seat and Volks Wagon. RHR is a mechanical system
that actively moves the head 2 restraint up and closer to the head and in a crash. Saab apart from the
head
restraint has also designed the seat back structure to better support the torso in a rear end crash.
Whips were first introduced in Volvo cars in 1999. The seat back is in a crash moved rearwards and
yields in a controlled way to absorb energy.
The Toyota system WIL has no active parts and is only working with improved geometry and softer
seat back. Ford has also introduced seats without active or reactive parts in the headrest, but with an
improved design aimed at preventing whiplash injury. Studies have been presented showing
the effect of the Saab RHR and Volvo Whips indicating an injury reducing effect of approximately 4050%. Apart from that the information of real-life performance of different systems is limited.
In recent years some consumer rating programs have been developed and introduced. In 2003
Folksam and the Swedish Road Administration (SRA) started crash testing of car seats, where each
seat is exposed to three different tests. Also the German ADAC started crash testing of car seats

using
multiple tests for each seat. In 2004 the insurance initiative IIWPG (International Insurance Whiplash
Prevention Group) started consumer crash testing in Europe and in the USA. In those tests each seat
was exposed to one test. Studies of the correlation between crash test results and real life
performance is rare.

WHIPLASH INJURY
Whiplash is the most common injury in car crashes, and the debilitating and painful symptoms
associated with neck strain are a costly burden on the insurance industry, and the general public.
There are now over 400,000 whiplash injury claims annually. Although the majority of
injuries are only minor, in a minority of cases the injury can lead to long term pain over many months.
Around 1% of injured occupants suffer permanent impairment leading to a lifetime misery.

Fig. 2 Whiplash Injury

Whiplash is thought to occur during the rapid differential movement of the body relative to the head, when
the seat moves forward in a rear-end crash and the head doesnt, because the head is not supported by
the head restraint. Finally, during the impact phase, the head catches up with the body, but in the
meantime, the neck has been forced into an S shape. This is where many researchers believe that the
whiplash injury occurs. Although researchers still do not fully understand the mechanisms of whiplash
injury, many agree that the risk of injury can be reduced through good seat design. The key to effective
whiplash injury prevention is the cars seat, and in particular, the size and placement of the head restraint
and its ability to lock.

2.0 DESIGN CONCEPTS

It is important to arrange the sitting posture of the occupant as straight up as possible, because a
slouching posture will keep the occupants head distant from the head restraint. The locus of adjusting
the head restraint is designed to move almost vertically. This is because, when driving, the backs of
head, depending upon the body size of the occupants, are located almost on the same vertical axis.

Geometry of The Head Restraint and Seat Back First, for the low-speed rear end collisions, the head
restraint, especially the metal frame, is moved forward and upward. But it has some limitations,
because if the head restraint is too near the head it interferes with the occupants head and causes
discomfort while driving. Second, the upper part of the seat back frame is moved rearward away from
the upper torso with the seat surface remaining to support the upper torso the same way as in the
original seat
design, and also raised along with the head restraint. During rear end collisions the upper torso mildly
sinks into the seat back, and when the upper torso stops and starts to rebound, at the maximum
deformation of the seat back, the head is restrained naturally by the head restraint. Therefore head
and torso move in harmony, and head stops and starts to rebound simultaneously with the torso (less
whiplash movement). The pelvic support at lower part of the seat back frame initiates the lower torso
to rebound first, and therefore helps to prevent the neck extension motion through its relative
flexion motion. Position the head restraint, as high as the top of the occupants head is not necessary.
The reason is because it is not the pad but the frame of the head restraint which sustains the
occupants head during rear end collisions. The head restraint height (H) of approximately 8OOmm
parallel with the torso line is sufficient.

4.0 REACTIVE HEAD RESTRAINTS - RHR

The RHR system was introduced in 1997 as the world's first active, anti-whiplash head restraint and
is standard equipment in all car models. It also provides multiple adjustment points to allow the head
restraint to be ideally positioned for most front-seat occupants. Real-life crash statistics
show that necks injuries are one of the most common results of rear-end collisions, even at relatively low
speeds. The triggering factor in these whiplash injuries is the violent movement of the head in relation to
the body during an impact from behind, often leaving victims with long-term pain in the event of a rearend collision.

Fig. 3 Reactive Head Restrainer

The RHR system is designed to limit the head movement of the occupant during the impact, helping to
reduce the risk of whiplash injuries. The system is entirely mechanical and is based on the lever principle.
An upper padded support is connected to a pressure plate in the backrest of the seat. In some rear

collisions, the occupant's body will be forced by the crash

pulse into the backrest, which moves the pressure plate towards the rear. Subsequently, the head
restraint is moved up and forward to "catch" the occupant's head before the whiplash movement can start.
The precise activation of the system is determined by the force with which the occupant's back is forced
against the backrest, the magnitude of the collision forces and
by the occupant's weight. A benefit of the mechanical RHR system is that in most crashes it 6
needs no repairs to restore it to operational condition after it has been activated. The head restraint
automatically reverts to its initial position and is immediately ready to operate again. As whiplash injuries
usually occur in low-speed collisions in which the vehicle may sustain only limited damage, the active
head restraint does not increase the cost of the repairs needed after
the crash. RHR for even faster activation in rear impacts at lower speeds. The head restraint is activated
as soon as the lower back is pressed into the seatback by the occupant's inertia during a rear impact.
There are three types of reactive head restraints available in the market. They are:

4.1 Pendulum System

The whiplash protection system used on Audi and Saab vehicles is a mechanical pendulum. When the
occupant moves rearward their torso pushes against the plate. That moves the head restraint upward and
forward. This reduces the distance between the occupants head and the head restraint
along with providing support and reducing injury to the occupants head. Springs in the seat structure
return the head restraint to the normal position.

4.2 Spring Activated

2005 Mercedes Benz M Class features an optional spring actuated system for whiplash protection. If the
sensing system detects a rear collision within a specific impact severity, it releases a pre tensioned spring
inside head restraints. This cause the head restraints to move immediately forward by about 40 mm and
upward by 30mm.this movement is designed to support the head of the front seat occupants at an early
stage lowering the possibility of whiplash injury. After activation the head restraints can be unlocked and
returned to the original position using a tool supplied within the vehicle.

4.3 Pyrotechnic head restraint

The pyrotechnic head restraint on the newer BMW 7 series is unique. In this system a compressed gas
cartridge at the base of the head rest frame activates during a rear collision, moving the headrest upward
rather abruptly. The gas cartridge can be replaced and the system reset if there is no further
damage. Active head rests on a mechanical basis are more complicated in design and function. The
mechanism has to be highly sophisticated in order to avoid larger head rests. This means that a lot of
additional parts are required compared to the inflatable head rest. For the described mechanical
solutions the optimization of the operating parts is quite difficult. Also a too aggressive mechanical system
results in additional neck loads, especially in situations where the head is close to the head rest, but
serious loads to the occupant were never reached in various number of tests in different head to head
rest positions.

5.0 PRO-ACTIVE HEAD RESTRAINTS

Although many seats are now rated as Good the manufacturers are using a wide variety of
designs, and these work in different ways. Many drivers are often out of position in an accident
for example, they are leaning forward to see around a corner at a junction. The Pro-Active
Head Restraint technologies can offer additional protection in complex, out of position situations,
such as roundabouts or junctions. Pro-Active Head Restraints (PAHR) are a recent technology

used by manufacturers to help prevent whiplash injuries. Both Mercedes and BMW fit PAHR
systems. These systems are designed to reduce the risk of neck injury in a rear crash by preventing
the differential movement of the head and neck.
Fig. 4 Pro-Active Head Restraints

The Pro-Active Head Restraints are linked to an electronic control unit. When the crash sensors on
the car detect a rear impact of the defined severity, the control unit deploys the head restraint by
activating preloaded springs inside it. The front of the head restraint moves up and forward to meet
and support the head early in the crash phase, and thus helps to reduce 9 the risk of injury. The
NECK-PRO system from Mercedes is fully reversible and can then be re-set by the car owner it
can be pushed back into position by hand. Thus, NECK-PRO can be triggered even at a very low
impact severity and offers then the full protection potential - without any repair costs for the owner.
The advantage of the PAHR systems is that they are activated based on input from the crash
sensor they do not rely upon the weight of the occupants body moving into the seat for activation
like a Reactive Head Restraint (RHR). PAHR systems offer their protection potential regardless of
the occupants size and weight. The particular advantage is that if the occupant is out of position,
for example leaning forward to see around a corner, the PAHR will still activate and offer some
protection to the occupant. This must be a benefit of these systems since the PAHR systems
deploy regardless of the occupants posture.

6.0 INFLATABLE HEAD RESTRAINTS - IHR

After analyzing the results of many math models a prototype of an inflatable head rest was
designed. An airbag is integrated in a way that the whole head rest is enlarged. The bag is covered
by foam blocks so that the usual occupant comfort is guaranteed whilst keeping inflation noise to a
non-injurious level.

Fig. 6 Inflatable Head Restraints

The bag itself is made of a thin, nylon fabric, which is folded into the Head Restraint. The sensor is
the device that tells the bag to inflate. Inflation happens when there is a collision force equal to
running into a brick wall at 10 to 15 miles per hour (16 to 24 km per hour). A mechanical switch is
flipped when there is a mass shift that closes an electrical contact, telling the sensors that a crash
has occurred. The sensors receive information from an accelerometer built into a microchip. The
airbag's inflation system reacts sodium nitride (NaN3) with potassium nitrate (KNO3) to produce
nitrogen gas. Hot blasts of the nitrogen inflate the airbag. The airbag system ignites a solid
propellant, which burns extremely rapidly to create a large volume of gas to inflate the bag.

The bag then literally bursts from its storage site at up to 200 mph (322 kph) -- faster than the blink
of an eye ! A second later, the gas quickly dissipates through tiny holes in the bag, thus deflating the
bag. Even though the whole process happens in only one-twenty-fifth of a second, the
additional time is enough to help prevent serious injury.
The inflatable head rest has proven to be a promising Alternative for Reactive head restraint
systems. Effectiveness in regard to occupant loads and kinematics is excellent and also the
deployment noise has been reduced to a non dangerous level. In sled tests it has proven to work
safe and efficient. No negative effects to the occupant could be observed. Also there are no
restrictions for comfort, styling and safety due to the fact that the airbag and the inflator are below
the styling cover and the foam bolster of the head rest.

7.0 REACTIVE SEAT- RAS

Volvo introduces a reactive seat called whips in the 2000 model. This system is built into the hinges
of the seatback on the two front seats. With this system, head positioned with occupants rearward
movement. In several rear collisions a metal link in the seatback hinge deform to allow more
seatback movement than normal. This absorbs some of collision energy caused from rear impact.
There are actually two movement of seat. First, the seat moves up to protect the occupants head
and neck then it moves back.

Fig. 8 Reactive Seat

This protective system cushions the movement through energy-absorbing deformation elements
between the backrest and seat cushion. If a rear-end collision occurs, the backrest follows
the occupants rearward movement in order to reduce the forces on the neck and
spine. The RAS provides improved spinal support by virtue of its modified backrest
characteristics and close proximity of the head restraint's position to the occupant's
head. RAS utilizes a specially designed hinge mount that attaches the back rest to the
seat bottom, which has a pre-determined rate of rearward movement in the event of
certain types of rear impacts. The seatback also has a series of springs that allows the
cushion to move slightly rearward upon impact, thereby helping to cradle the body
within the seat. This, combined with high-mounted head restraints, help to limit the
"whipping" motion of the head that often occurs during a rear-end impact.
A new survey from Volvo's traffic accident research team shows that RAS reduces
short-term injuries by 33 percent and long-term injuries by 54 percent. However, Volvo
is not alone in drawing this conclusion; several independent surveys reveal major
reductions in whiplash injuries.

Fig. 9 Whips Operation

8.0 THE WHIPLASH TEST

Fig. 10 Whiplash Testing Apparatus

The whiplash test used by international insurance research partners was developed and is now
used throughout the world. The test recreates a typical 10 M.P.H. crash on a special test machine
the sort of shunt where whiplash injuries commonly occur and features the unique BioRID whiplash
dummy, especially created to emulate the movement of a human during a rear crash. The test
assesses the forces endured by the cars occupants during the crash and measures the time until
the head and neck are supported. The best seats have large head restraints that can support the
occupants head and neck very early and can mitigate the force of the crash helping to prevent
injury. Many of the best performing seats have anti-whiplash devices that can absorb the forces of
the crash or move the head restraint automatically during the crash to support the head early to
help prevent injury. The test measures the size of the head restraint and how close it would be to a
typical driver. It also rates the dynamic performance of the seat during the crash test and combines
these two assessments into one final, overall rating.

9.0 CONCLUSION

The seat, which has new design concept for reduction in whiplash injuries, allows less motion
between head and torso in the modified dummy sled tests, and also allows less motion in volunteer
sled tests. Moreover there is less movement between each cervical vertebra. Cars fitted with
advanced whiplash protection systems had 50% lower risk of whiplash injuries leading
to long-term symptoms compared with standard seats launched after 1997. The whiplash
prevention systems, RHR, IHR or RAS, had lower risk of whiplash injuries leading to long-term
symptoms compared with standard seats launched after 1997. A correlation was found between
consumer crash test programs and real life whiplash injury outcome. Cars with seats rated as
good in the consumer crash tests had lower risk of whiplash injuries leading to long-term symptoms
compared with seats rated poor.
With environmental and cost pressures becoming ever greater, very small or City cars are
becoming increasingly popular. City cars are designed for the urban environment and spend the
majority of their time in traffic and this is where most whiplash injuries occur, due to low speed
shunts. But no City cars have a seat and head restraint rated as GOOD for protection against
whiplash injuries, even though these are some of the latest designs. These cars need the best
protection because they are smaller and lighter and more susceptible to high forces in a rear end

crash. These City cars are not equipped to protect their occupants necks when they have to absorb
the crash energy from larger, heavier vehicles. The only two City cars to achieve anACCEPTABLE
rating were the Renault Twingo and the Smart Fortwo. The majority of the other nine City cars were
rated as MARGINAL, with the current Ford Ka and Fiat Panda rated as POOR.

10.0 REFERENCES

Paul C. Ivancica, Daohang Shab, 2009; Comparison of the whiplash injury criteria;
Journal of Accident Analysis and Prevention 42 (2010) 5663.
Jakobsson, L., Isaksson-Hellman, I., Lindman, M., 2008. WHIPS (Volvo cars
Whiplash Protection System)the development and real-world performance.
Traffic Injury Prevention 9, 600605.
RCAR-IIWPG. RCAR-IIWPG Seat/Head Restraint Evaluation Protocol.
http://www.rcar.org/, 2008.
Siegmund, G.P., Winkelstein, B.A., Ivancic, P.C., Svensson, M.Y., Vasavada, A.,
2009. The anatomy and biomechanics of acute and chronic whiplash injury. Traffic
Injury Prevention 10, 101112.
Relationship of Dynamic Seat/Head Restraint Ratings to Neck Injury Rates
Insurance Institute for Highway Safety Vehicle Research Center, Ruckersville,
Virginia, http://www.iihs.org
Head restraint related info http://www-nrd.nhtsa.dot.gov/pdf/nrd51/MiscBio/headpos.pdf
Thatcham Research News Volume two, issue one January, 2007