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Journal articles on the topic 'Frontal collision'

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Author: Grafiati

Published: 4 June 2021

Last updated: 19 February 2022

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1

Park, Jung-Jun, Jae-Bok Song, and Sami Haddadin. "Collision analysis and safety evaluation using a collision model for the frontal robot–human impact." Robotica 33, no. 7 (April 15, 2014): 1536–50. http://dx.doi.org/10.1017/s0263574714000137.

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SUMMARYThe safety analysis of human–robot collisions has recently drawn significant attention, as robots are increasingly used in human environments. In order to understand the potential injury a robot could cause in case of an impact, such incidents should be evaluated before designing a robot arm based on biomechanical safety criteria. In recent literature, such incidents have been investigated mostly by experimental crash-testing. However, experimental methods are expensive, and the design parameters of the robot arm are difficult to change instantly. In order to solve this issue, we propose a novel robot-human collision model consisting of a 6-degree-of-freedom mass-spring-damper system for impact analysis. Since the proposed robot-human consists of a head, neck, chest, and torso, the relative motion among these body parts can be analyzed. In this study, collision analysis of impacts to the head, neck, and chest at various collision speeds are conducted using the proposed collision model. Then, the degree of injury is estimated by using various biomechanical severity indices. The reliability of the proposed collision model is verified by comparing the obtained simulation results with experimental results from literature. Furthermore, the basic requirements for the design of safer robots are determined.

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2

Zhao, Chang Li. "Simulation on the Vehicle Frontal Collision Based on the PC-Crash." Advanced Materials Research 940 (June 2014): 103–7. http://dx.doi.org/10.4028/www.scientific.net/amr.940.103.

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The probability of frontal collision is the highest in the vehicle collision accidents, and crew injury mechanism of frontal collision is an attractive research subject. Based on the multi-rigid-body dynamics, a “vehicle-crew-belt” dynamics model is introduced, and software Pc-crash is used to simulate dynamic responses of this multi-rigid-body model by referencing basic parameters of FMVSS law. Dynamic response characteristics between the vehicle and the crew body are analyzed so as to expound the link between the vehicle movement and human-body injury. The result shows that a reliable evaluation of frontal collision is achieved, which provides a theory basic and practical reference for the research of accident injury.

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3

CHEN, L., B. WEI, R. BREDY, J. BERNARD, and S. MARTIN. "PROJECTILE ENERGY LOSS IN ION-C60 COLLISIONS." International Journal of Modern Physics B 19, no. 15n17 (July 10, 2005): 2915–20. http://dx.doi.org/10.1142/s0217979205031900.

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In highly charged ion Xe q+ ( q =8, 15, 20, 25, 30) on C 60 collisions ( v = 0.19 a.u. ), the energy loss of projectiles in frontal collisions has been measured by analyzing the kinetic energy of scattered ions. Using singly charged projectiles He +, the measurement of the ejected electron number provides information on the electronic energy deposition during the fontal collision on the C 60 target.

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4

Yan, Yu, Jing Huang, Fan Li, and Lin Hu. "Investigation of the Effect of Neck Muscle Active Force on Whiplash Injury of the Cervical Spine." Applied Bionics and Biomechanics 2018 (2018): 1–10. http://dx.doi.org/10.1155/2018/4542750.

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The objective of the present study is to investigate the influence of neck muscle activation on whiplash neck injury of the occupants of a passenger vehicle under different severities of frontal and rear-end impact collisions. The finite element (FE) model has been used as a versatile tool to simulate and understand the whiplash injury mechanism for occupant injury prevention. However, whiplash injuries and injury mechanisms have rarely been investigated in connection with neck active muscle forces, which restricts the complete reappearance and understanding of the injury mechanism. In this manuscript, a mixed FE human model in a sitting posture with an active head-neck was developed. The response of the cervical spine under frontal and rear-end collision conditions was then studied using the FE model with and without neck muscle activation. The effect of the neck muscle activation on the whiplash injury was studied based on the results of the FE simulations. The results indicated that the neck active force influenced the head-neck dynamic response and whiplash injury during a collision, especially in a low-speed collision.

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5

Patil R.V, Lande P. R,. "Analysis of Bumper Beam in Frontal collision." International Journal of Innovative Research in Science, Engineering and Technology 4, no. 5 (May 15, 2015): 2807–10. http://dx.doi.org/10.15680/ijirset.2015.0405022.

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6

Tyulkin, E. V., S. A. Evtyukov, and P. A. Stepina. "Physical model of vehicle-pedestrian frontal collision." Вестник гражданских инженеров 14, no. 3 (2017): 259–64. http://dx.doi.org/10.23968/1999-5571-2017-14-3-259-264.

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7

Ispas, N., and M. Nastasoiu. "Analysis of car’s frontal collision against pole." IOP Conference Series: Materials Science and Engineering 252 (October 2017): 012012. http://dx.doi.org/10.1088/1757-899x/252/1/012012.

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8

Oţăt, Oana Victoria, Ilie Dumitru, Victor Oţăt, and Lucian Matei. "Modeling the Vehicle-Bicycle Collision - The Analysis of the Projection Distance and Acceleration at the Cyclist's Head." Applied Mechanics and Materials 880 (March 2018): 177–82. http://dx.doi.org/10.4028/www.scientific.net/amm.880.177.

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The ever-growing demand for transportation and the need to carry both people and goods has led to increased congestions of road traffic networks. Subsequently, the main negative effect is the multiplication of serious road accidents. Of the total number of serious road accidents, a significant increase has been registered among cyclists, with 13.9% in 2014 of total vehicles involved in traffic accidents, compared to 6.6% in 2010. The present paper underpins a close analysis of the kinematic and dynamic parameters in the event of a vehicle - bicycle – cyclist assembly – collision type. To study the vehicle-bicycle-collision type, we carried out a comparative analysis with regard to the distance the cyclist is thrown away following the collision, the speed variation of the vehicle and of the bicycle, and the speed variation in the cyclist’s head area, as well as the variation of the acceleration recorded on the vehicle, the bicycle and the cyclist’s head area. Hence, we modelled and simulated the vehicle – bicycle collision for two distinct instances, i.e. a frontal vehicle – rear bicycle collision and a frontal vehicle - frontal bicycle collision.

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9

Szumska, Emilia, Damian Frej, and Paweł Grabski. "Analysis of the Causes of Vehicle Accidents in Poland in 2009-2019." LOGI – Scientific Journal on Transport and Logistics 11, no. 2 (November 1, 2020): 76–87. http://dx.doi.org/10.2478/logi-2020-0017.

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AbstractThe article presents the general characteristics of road transport safety in Poland over the years 2009-2019. The key objective of this study was to investigate the main factors of road accidents in Poland. Up till now, the number of road accidents has been analysed in detail on the basis of data on collisions from rear, side and frontal perspective. Moreover, in the article, statistics regarding the number of perpetrators of accidents by gender and age are summarized, as well as dynamics aspects of changes related to new passenger vehicles and trucks in Poland in 2009-2019 are indicated. As a result, the intensity of rear collisions rather than frontal collisions is apparent. Hence, an inconspicuous rear collision by not braking a speeding vehicle carries a risk of the upper cervical spine.

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10

Kim, Yong Min, Choong Hee Won, Joong Bae Seo, Ho Seung Lee, Eui Sung Choi, Byoung Gwon Bae, and Sung Moon Lim. ""Jammed Leg" Injury of Short-Fronted Vehicle Drivers in Frontal Collision Accidents." Journal of the Korean Orthopaedic Association 36, no. 6 (2001): 579. http://dx.doi.org/10.4055/jkoa.2001.36.6.579.

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11

NARUKAWA, Terumasa, and Hidekazu NISHIMURA. "2C13 Control System Design for Occupant Lower Extremity Protection in Vehicle Frontal Collision." Proceedings of the Symposium on the Motion and Vibration Control 2010 (2010): _2C13–1_—_2C13–11_. http://dx.doi.org/10.1299/jsmemovic.2010._2c13-1_.

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12

Deac, S. C., A. Perescu, D. Simoiu, E. Nyaguly, I. Crâştiu, and L. Bereteu. "Modeling and simulation of cars in frontal collision." IOP Conference Series: Materials Science and Engineering 294 (January 2018): 012090. http://dx.doi.org/10.1088/1757-899x/294/1/012090.

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13

Wood, D. P., C. Glynn, and C. Simms. "Frontal collision behaviour: Comparison of onboard collision recorder data with car population characteristics." International Journal of Crashworthiness 10, no. 1 (January 2005): 61–73. http://dx.doi.org/10.1533/ijcr.2005.0326.

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14

Bose, D., J. R. Crandall, C. D. Untaroiu, and E. H. Maslen. "Influence of pre-collision occupant parameters on injury outcome in a frontal collision." Accident Analysis & Prevention 42, no. 4 (July 2010): 1398–407. http://dx.doi.org/10.1016/j.aap.2010.03.004.

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15

Takeda, Arisa, Yasuki Motozawa, Marin Takaso, Mami Nakamura, Shinobu Hattori, and Masahito Hitosugi. "Mechanisms of Negative Fetal Outcome in Frontal Vehicle Collisions Involving Unbelted Pregnant Drivers." Healthcare 9, no. 1 (December 29, 2020): 25. http://dx.doi.org/10.3390/healthcare9010025.

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To determine the cause of negative fetal outcomes and the causative mechanism in a frontal collision, we analyzed the kinematics and mechanisms of injuries using an unbelted pregnant dummy, the Maternal Anthropometric Measurement Apparatus dummy, version 2B. Sled tests were performed to recreate frontal impact situations with impact speeds of 13, 26, and 40 km/h. Overall kinematics of the dummy were examined through high-speed video imaging. Quantitative dummy responses—such as time courses of the abdominal pressure, chest deflection, neck injury criteria (Nij), and displacement of the pelvis during impact—were also measured. The maximum abdominal pressure of 103.3 kPa was obtained at an impact speed of 13 km/h. The maximum chest deflection of 38.5 mm and Nij of 0.36 were obtained at an impact speed of 26 km/h. The highest maximum chest deflection of >40.9 mm, Nij of 0.61, and forward pelvis displacement of 478 mm were obtained at an impact speed of 40 km/h. Although the kinematics and mechanism of injuries of the dummy were different for different collision speeds, we found that unbelted pregnant drivers suffer severe or fatal injuries to the fetus even in low-speed collisions.

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16

Nguyen, Tam Thanh. "Improvement design of bus structure to satisfy frontal safety." Science and Technology Development Journal 18, no. 4 (December 30, 2015): 72–76. http://dx.doi.org/10.32508/stdj.v18i4.988.

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The finite element model of bus was developed and LS – DYNA software was used to simulate structural safety of the bus when frontal impact happens. Based on the existing problems of the bus front structure, some improving methods for the bus structure were proposed, and simulation testing was conducted. Simutaion results showed that, the bus structure to satisfy safety condition. However, the collision engergy absorption of bus front structure was designed, as a results the collision acceleration was decreased, and passengers safety were increased.

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17

Huston, Ronald L. "Vehicle occupant movement and impact with the interior in frontal collisions – the ‘second collision’." International Journal of Crashworthiness 18, no. 2 (April 2013): 152–63. http://dx.doi.org/10.1080/13588265.2013.764671.

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18

Du, Wen Hua, Hui Wen Zhao, Cong Du, and Da Wei Zhang. "Modeling and Simulation of Electric Bicycle on the Frontal Crash." Applied Mechanics and Materials 303-306 (February 2013): 2835–38. http://dx.doi.org/10.4028/www.scientific.net/amm.303-306.2835.

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Model built for the bicycle, road and the driver and contact established between them is the core technological issue for the study of frame’s deformation and driver’s injury on the electric bike accidents. A rigid model of bicycle, road and obstacle is built by using ADAMS software, and the driver is as Hybrid Ⅲ body collision model by LifeMOD software. Contact between them is established, especially on the driver’s chest to handlebar. Base on the rigid-body collision theory, the collision point of head and the speed of the chest were compared with different speed in the range of 15-35km/h. The simulation results shows that the impact between the rider’s chest and handlebar is the main reason to the difference of rider’s dynamic behave. Simulation results verify the validity of this model and lays fundamentals for the study of driver injury in electric bicycle accidents.

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19

Yao, Shuguang, Huifen Zhu, Mingyang Liu, Zhixiang Li, Ping Xu, and Quanwei Che. "A study on the frontal oblique collision-induced derailment mechanism in subway vehicles." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 6 (June 2, 2019): 584–95. http://dx.doi.org/10.1177/0954409719852478.

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Oblique collisions can more easily lead to train derailment and cause heavy casualties. In this paper, a fine finite-element model of a subway head vehicle–rigid wall frontal oblique collision was established and validated by a single wheelset derailment simulation. Furthermore, the derailment mechanisms and patterns under an oblique impact angle of 6.34°–40° and at an impact speed of 8–40 km/h were studied via simulation. The results indicated that three types of derailment, such as roll-over derailment, climb/roll-over derailment and wheel-lift derailment, have occurred. When the impact speed was set to 25 km/h, a climb/roll-over derailment occurred under the impact angle of greater than 40°; a roll-over derailment occurred under the impact angle of 20°–40°; and the vehicle would not derail when the impact angle was less than 15°. When the impact angle was 6.34°, the vehicle was in danger of wheel-lift derailment with the largest wheel vertical displacement of 26.83 mm and lateral displacement of 12.52 mm under the impact speed of 40 km/h, but it was safe with the largest displacement of no more than 18 mm and lateral displacement of 8.39 mm if the impact speed was less than 40 km/h. It is shown that the derailment patterns are more sensitive to the impact angle. Therefore, both the lateral and vertical displacements should be considered when studying the oblique collision-induced derailment mechanisms and patterns.

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20

Żuchowski, Andrzej. "CHILD SAFETY IN A CAR DURING A FRONTAL COLLISION." Journal of KONES. Powertrain and Transport 20, no. 1 (January 25, 2013): 395–402. http://dx.doi.org/10.5604/12314005.1136231.

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21

Terletska, K., K. T. Jung, V. Maderich, and K. O. Kim. "Frontal collision of internal solitary waves of first mode." Wave Motion 77 (March 2018): 229–42. http://dx.doi.org/10.1016/j.wavemoti.2017.12.006.

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22

Тарасова, E. Tarasova, Дорохин, and S. Dorokhin. "ACTIVE AND PASSIVE SAFETY VEHICLES." Alternative energy sources in the transport-technological complex: problems and prospects of rational use of 2, no. 2 (December 17, 2015): 713–18. http://dx.doi.org/10.12737/19537.

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The article describes the basic elements of active and passive safety, as well as their impact on the consequences of road accidents. Shows the interaction of systems of active and passive safe- ty in the event of a frontal collision, side collision, rear impact, rollover

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23

bin Pokaad, Alif Zulfakar, Khisbullah Hudha, and Md Radzai bin Said. "Usage of Magnetorheological Damper in Active Front Bumper System for Frontal Impact Protection." Applied Mechanics and Materials 315 (April 2013): 40–44. http://dx.doi.org/10.4028/www.scientific.net/amm.315.40.

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In this paper, the effectiveness of the active bumper system to reduce the jerk of a vehicle during collision is discussed. The mathematical model is done by using MATLAB 7.0 to simulate a collision between a pendulum and a vehicle installed with the active bumper system. In the active bumper system, it consists of three parts which are magnetorheological(MR) model, inner controller and outer loop controller. The validated model is used to develop an inner loop controller by implementing a close-loop PI control to track the desired damping force through simulation. The governing equations of motions of vehicle collision and MR damper model are then integrated with the well known control strategy namely skyhook control. The performance of skyhook control is then compared with the vehicle with passive damper and common vehicle by using computer simulation in order to reduce the acceleration and the jerk of the vehicle during collision.

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24

DE OLIVEIRA, H. P., and E. L. RODRIGUES. "BLACK HOLES COLLISION IN GENERAL ROBINSON-TRAUTMAN SPACETIMES: WAVE FORMS AND THE EFFICIENCY OF THE GRAVITATIONAL WAVE EXTRACTION." International Journal of Modern Physics: Conference Series 03 (January 2011): 408–16. http://dx.doi.org/10.1142/s2010194511000924.

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We analyze the non-frontal collisions of two Schwarzschild black holes in the realm of general Robinson-Trautman spacetimes using a numerical code based on spectral methods. In this process, two black holes collide and form a single black hole while a certain amount of the initial mass is carried away by gravitational waves. We determined the forms of the gravitational waves and the efficiency of this process for frontal and non-frontal collisions. We found numerical evidence that the distribution of mass qloss can be described by a function typically used in nonextensive statistics.

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25

Oţăt, Oana Victoria. "Modeling The Frontal Collison In Vehicles And Determining The Degree Of Injury On The Driver." ACTA Universitatis Cibiniensis 67, no. 1 (September 1, 2015): 115–20. http://dx.doi.org/10.1515/aucts-2015-0075.

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Abstract The present research study aims at analysing the kinematic and the dynamic behaviour of the vehicle’s driver in a frontal collision. Hence, a subsequent objective of the research paper is to establish the degree of injury suffered by the driver. Therefore, in order to achieve the objectives set, first, we had to define the type of the dummy placed in the position of the driver, and then to design the three-element assembly, i.e. the chair-steering wheel-dashboard assembly. Based on this model, the following step focused on the positioning of the dummy, which has also integrated the defining of the contacts between the components of the dummy and the seat elements. Seeking to model such a behaviour that would highly accurately reflect the driver’s movements in a frontal collision, passive safety systems have also been defined and simulated, namely the seatbelt and the frontal airbag.

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26

Ivanova, Irena T., and Henry G. Leighton. "Aerosol–Cloud Interactions in a Mesoscale Model. Part I: Sensitivity to Activation and Collision–Coalescence." Journal of the Atmospheric Sciences 65, no. 2 (February 1, 2008): 289–308. http://dx.doi.org/10.1175/2007jas2207.1.

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Abstract High-resolution numerical simulations of the aerosol–cloud feedbacks are performed with a mesoscale model. The multimodal aerosol species, added to the model, and the cloud species were represented by two spectral moments. The aerosol sources include particle activation, solute transfer between drops due to collision and coalescence of drops, and particle regeneration. A summertime case was simulated consisting of a cold frontal cloud system and a postfrontal stratus. Experiments with both simple and mechanistic activation parameterization of aerosol and with one and two aerosol modes were performed. Verification was made of the stratus properties against measurements taken during the Radiation Aerosol and Cloud Experiment (RACE). The results demonstrate a significant sensitivity of the stratus and of the frontal system to the aerosol and a moderate impact on the particle spectrum of drop collision–coalescence. The stratus simulation with mechanistic activation and unimodal aerosol showed the best agreement of droplet concentration with the observations, and the simulations with mechanistic activation and a bimodal aerosol and with simple activation underestimated the droplet concentration. A similar high sensitivity was found for the frontal precipitation intensity. Drop collision–coalescence in the frontal system was found to have an impact on the particle mean radius whose magnitude amounted to 10% and 15% for one and multiple cloud cycles, respectively. This impact was also found to be highly variable in space. The modified particle spectrum, following activation in clouds, was found to increase droplet concentration.

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27

Lee, Myung-Lyeol, Ho-Jung Kim, Kang-Hyun Lee, Sang-Chul Kim, Hyo-Ju Lee, and Hyo-Jueng Choi. "Analysis of driver behavior related to frontal vehicle collision direction." Journal of the Korea Academia-Industrial cooperation Society 17, no. 5 (May 31, 2016): 530–37. http://dx.doi.org/10.5762/kais.2016.17.5.530.

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28

Lee, Dong-Hwi, Kwang-Jin Han, Sang-Min Cho, Yong-Sun Kim, and Kun-Soo Huh. "Development of a Frontal Collision Detection Algorithm Using Laser Scanners." Transactions of Korean Society of Automotive Engineers 20, no. 3 (May 1, 2012): 113–18. http://dx.doi.org/10.7467/ksae.2012.20.3.113.

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29

Voropayev, S. I., Y. D. Afanasyev, V. N. Korabel, and I. A. Filippov. "On the frontal collision of two round jets in water." Physics of Fluids 15, no. 11 (November 2003): 3429–33. http://dx.doi.org/10.1063/1.1613644.

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30

UENISHI, Koro, Hiroshi MATSUHISA, Jeong Gyu PARK, and Shinji NISHIWAKI. "455 Dynamics Model of an Automotive Occupant in Frontal Collision." Proceedings of the Dynamics & Design Conference 2003 (2003): _455–1_—_455–6_. http://dx.doi.org/10.1299/jsmedmc.2003._455-1_.

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31

Takagi, Shunsuke, Asato Wakabayashi, and Matsui Yasuhiro. "Repeatability of injury value in full-wrap frontal collision tests." International Journal of Vehicle Safety 7, no. 2 (2014): 189. http://dx.doi.org/10.1504/ijvs.2014.060164.

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32

Takahashi, M., A. Uenishi, H. Yoshida, and H. Kuriyama. "Advanced High Strength Steels for Automobile Body Structures." Materials Science Forum 539-543 (March 2007): 4386–90. http://dx.doi.org/10.4028/www.scientific.net/msf.539-543.4386.

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There has been a big demand for increased vehicle safety and weight reduction of auto-bodies. An extensive use of high strength steels is one of the ways to answer the requirement. Since the crashworthiness is improved by applications of higher strength steels to crashworthiness conscious structural components, various types of advanced high strength steels have been developed. The crash energy during frontal collisions is absorbed by the buckling and bending deformations of thin wall tube structures of the crushable zone of auto-bodies. In the case of side collision, on the other hand, a limited length of crushable zone requires the components to minimize the deformation during the collision. The lower the strength during press forming, the better the press formability is expected. However, the higher the strength at a collision event, the better the crashworthiness can be obtained. It can, therefore, be concluded that steels with higher strain rate sensitivities are desired. Combinations of soft ferrite phase and other hard phases were found to improve the strain rate sensitivity of flow stresses. Bake hardening is also one of the ways to improve the strain rate sensitivity of flow stresses.

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33

Jixiong, Li, and Wang Daoyong. "Study on application of MSOT method for lightweight design of automobile body structure." Advances in Mechanical Engineering 12, no. 10 (October 2020): 168781402096504. http://dx.doi.org/10.1177/1687814020965049.

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In this study, the integrated MSOT (M-Multi-dimensional factor autobody model, S-Screening autobody component, O-Optimization of plate thickness, T-Testing, and validation) integration method is adopted to optimize the automobile body structure design for weight reduction. First, a multi-dimensional factor body model is established, then components of the vehicle are screened for the most important targets related to weight reduction and performance, and a multi-objective optimization is performed. Virtual experiments were carried out to validate the analysis and the MSOT method were proposed for lightweight design of the automobile body structure. A multi-dimensional performance model that considers stiffness, modality, strength, frontal offset collision, and side collision of a domestic passenger car body structure. Components affecting the weight of the vehicle were identified. Sheet metal thickness was selected as the main optimization target and a multi-objective optimization was carried out. Finally, simulations were performed on the body structure. The comprehensive performance, in terms of fatigue strength, frontal offset collision safety, and side collision safety, was verified using the optimized Pareto solution set. The results show that the established MSOT method can be used to comprehensively explore the weight reduction of the body structure, shorten the development process, and reduce development costs.

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34

Mík, Josef, and Jana Kadlecová. "CORRELATION ANALYSIS OF VEHICLE FRONTAL IMPACT PARAMETERS." Acta Polytechnica CTU Proceedings 12 (December 15, 2017): 74. http://dx.doi.org/10.14311/app.2017.12.0074.

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The article considers a possible improvement of road vehicle safety by using eCall – a system which initiates an emergency call in case of traffic accident. A possible way of better description of a frontal impact accident of a vehicle is examined and enriched by the information from the onboard e-call unit. In this article, we analyze results of frontal crash tests with different types of barriers and overlapping area and look for the correlation between the individual vehicle and collision parameters in order to provide a better description of the severity of the accident by the eCall system. The relation among the selected parameters is described using the correlation analysis.

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35

Liu, Yuan Peng. "Simulation of Vehicles Frontal Crash with Dummy Inside." Advanced Materials Research 760-762 (September 2013): 1244–49. http://dx.doi.org/10.4028/www.scientific.net/amr.760-762.1244.

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The complete Finite Element Model of vehicle with dummy inside is established. Through analyzing structure deformation and acceleration of the vehicle, the rule of energy absorption and dissipation is obtained, the dummys respond and the collision capability criteria of the head, chest and thigh are achieved. A comprehensive and credible appraisement about the frontal crash process and crashworthiness is proposed by analyzing the effect of the main energy-absorbing components, the transmitted route of the energy and the safety of the vehicle and occupant injury criterions.

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36

Grave-Capistrán, Mario Alberto, Arturo Yishai Prieto-Vázquez, and Christopher René Torres-SanMiguel. "Aortic Blunt Trauma Analysis during a Frontal Impact." Applied Bionics and Biomechanics 2021 (July 19, 2021): 1–14. http://dx.doi.org/10.1155/2021/5555218.

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The aorta is the largest artery of the human body, and it is considered in the continuous medium mechanics as a hyperelastic material for its biological properties. The thoracic aorta is directly affected in vehicular collision events by compression generated between the ribcage and the three-point seatbelt tension producing injuries in the artery wall. A three-dimensional model of the thoracic aorta was constructed from digital tomographic images considering the ascending aorta, the aortic arch, and the descending aorta. The model obtained presents acceptable characteristics such as a length of 222.8 mm and an ascending aortic diameter of 22.7 mm, 22.7 mm in the aortic arch, and 16.09 mm in the descending aorta. A 150 ms time numerical simulation was developed through the finite element method (MEF), and the model was analyzed simulating a compression load on the artery at its front location. Boundary conditions were considered by selecting specific nodes in the model, such as the points where the artery is held in the thorax with other elements. In addition, displacement nodes were considered to establish a natural behavior of the artery. The outcomes show significant displacements in the artery wall. The most affected areas are the aortic arch and descending aorta, whose displacements reach 14 mm from their original position. Based on the abbreviated injury scale (AIS), the degree of injury to the aorta in this collision event is estimated, an AIS 2 with a moderate severity index and required medical attention.

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37

Tabacu, Stefan, and Nicolae Pandrea. "Numerical (analytical-based) model for the study of vehicle frontal collision." International Journal of Crashworthiness 13, no. 4 (July 15, 2008): 387–410. http://dx.doi.org/10.1080/13588260802030588.

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38

Lu, X. Y., S. E. Shladover, and W. B. Zhang. "Quantitative testing of a frontal collision warning system for transit buses." IET Intelligent Transport Systems 1, no. 3 (2007): 215. http://dx.doi.org/10.1049/iet-its:20060043.

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39

GAO, ZHENHAI, CHUZHAO LI, HONGYU HU, KAISHU ZHAO, HUI ZHAO, CHAOYANG CHEN, and HUILI YU. "INSTINCTUAL PHYSIOLOGICAL REACTION OF DRIVER’S CERVICAL MUSCLE TO A COLLISION." Journal of Mechanics in Medicine and Biology 15, no. 06 (December 2015): 1540044. http://dx.doi.org/10.1142/s0219519415400448.

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The influence of cervical muscles on the head/neck responses to frontal collisions is an important issue in the design of vehicle safety systems. In this study, spring-type muscles based on a Hybrid III 50th percentile dummy were used. A spring was used to simulate the cervical muscle with the instinctual physiological reaction of a driver. A total of 10 volunteers were recruited for the simulated collision tests and the maximum voluntary contraction tests, and test data were used to establish and design the spring-type muscles. Sled tests were performed using a modified dummy with spring-type muscles, which had similar mechanical characteristics to a human body. The results showed that Ax increased 3.58%, Ay decreased [Formula: see text]10.32%, Az increased 3.21%, Fx increased 12.22%, Fz increased 3.80%, and My decreased significantly ([Formula: see text]16.70% in average) at first but then increased 5.57%, in average. Cervical muscles with the instinctual physiological reaction may increase the potential head injury and potential cervical longitudinal shear injury while decreasing the potential cervical extension injury. The study provides reference for designing dummies by taking into consideration the instinctual physiological reaction of the driver to a collision.

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Schlag, J., P. Dassonville, and M. Schlag-Rey. "Interaction of the Two Frontal Eye Fields Before Saccade Onset." Journal of Neurophysiology 79, no. 1 (January 1, 1998): 64–72. http://dx.doi.org/10.1152/jn.1998.79.1.64.

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Schlag, J., P. Dassonville, and M. Schlag-Rey. Interaction of the two frontal eye fields before saccade onset. J. Neurophysiol. 79: 64–72, 1998. A normal environment often contains many objects of interest that compete to attract our gaze. Nevertheless, instead of initiating a flurry of conflicting signals, central populations of oculomotor neurons always seem to agree on the destination of the next saccade. How is such a consensus achieved? In a unit recording and microstimulation study on trained monkeys, we sought to elucidate the mechanism through which saccade-related cells in the frontal eye fields (FEF) avoid issuing competing commands. Presaccadic neuronal activity was recorded in one FEF while stimulating the contralateral FEF with low-intensity currents that evoked saccades. When an eye-movement cell was isolated, we determined: the movement field of the cell, the cell's response to contralateral FEF microstimulation, the cell's response when the evoked saccade was in the preferred direction of the cell (using the collision technique to deviate appropriately the evoked saccade vector), and the cell's response to a stimulation applied during a saccade in the cell's preferred direction, to reveal a possible inhibitory effect. Complete results were obtained for 71 stimulation-recording pairs of FEF sites. The unit responses observed were distributed as follows: 35% of the cells were unaffected, 37% were inhibited, and 20% excited by contralateral stimulation. These response types depended on the site of contralateral stimulation and did not vary when saccades were redirected by collision. This invariant excitation or inhibition of cells, seemingly due to hardwired connections, depended on the angular difference between their preferred vector and the vector represented by the cells stimulated. By contrast, 8% of the cells were either activated or inhibited depending on the vector of the saccade actually evoked by collision. These results suggest that the consensus between cells of oculomotor structures at the time of saccade initiation is implemented by functional connections such that the cells that command similar movements mutually excite each other while silencing those that would produce conflicting movements. Such a rule would be an effective implementation of a winner-take-all mechanism well suited to prevent conflicts.

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Boettcher, Lillian B., and Sarah T. Menacho. "The early argument for prefrontal leucotomy: the collision of frontal lobe theory and psychosurgery at the 1935 International Neurological Congress in London." Neurosurgical Focus 43, no. 3 (September 2017): E4. http://dx.doi.org/10.3171/2017.6.focus17249.

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The pathophysiology of mental illness and its relationship to the frontal lobe were subjects of immense interest in the latter half of the 19th century. Numerous studies emerged during this time on cortical localization and frontal lobe theory, drawing upon various ideas from neurology and psychiatry. Reflecting the intense interest in this region of the brain, the 1935 International Neurological Congress in London hosted a special session on the frontal lobe. Among other presentations, Yale physiologists John Fulton and Carlyle Jacobsen presented a study on frontal lobectomy in primates, and neurologist Richard Brickner presented a case of frontal ablation for olfactory meningioma performed by the Johns Hopkins neurosurgeon Walter Dandy. Both occurrences are said to have influenced Portuguese neurologist Egas Moniz (1874–1955) to commence performing leucotomies on patients beginning in late 1935. Here the authors review the relevant events related to frontal lobe theory leading up to the 1935 Neurological Congress as well as the extent of this meeting’s role in the genesis of the modern era of psychosurgery.

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Ionut Radu, Alexandru, Corneliu Cofaru, Bogdan Tolea, and Dragoş Dima. "Study regarding the influence of airbag deployment time on the occupant injury level during a frontal vehicle collision." MATEC Web of Conferences 184 (2018): 01007. http://dx.doi.org/10.1051/matecconf/201818401007.

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The aim of this paper was to analyse the influence of airbag deployment delay upon the head of the occupant in the case of frontal collision using simulations in PC Crash and MADYMO dummy as the occupant. The study will also take into account the pretension delay of the seat-belt which is activated along with the airbag. Frontal airbags on both the passenger and the driver were analysed including the occupant kinematics during the collision. Also, to validate the simulation, a comparison was done with a real crash test. We predict that by increasing the delay of deployment, the head acceleration will increase due to the fact the head travels close to the instrument panel/steering wheel, and the force of the airbag will generate a significant acceleration upon the head. To better assess the potential injury of the occupant, the head injury criteria (HIC) will be calculated and correlated with the Abbreviated injury scale (AIS) code.

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Sháněl, Vít, and Miroslav Španiel. "Composite Absorber in Collision Simulations of a Bus." Journal of Middle European Construction and Design of Cars 15, no. 1 (June 27, 2017): 1–5. http://dx.doi.org/10.1515/mecdc-2017-0001.

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Abstract This paper details the numerical modeling of composite absorbers and an assessment of the influence of such deformation elements on a bus during frontal collision with a car. The absorber itself is designed as an assembly of thin-walled composite wound tubes oriented in the vehicle direction of travel. During the impact the tubes are crushed, causing energy absorption. Crash simulations were performed at various speeds using differing scenarios with the deformational member as well as without it. Comparative diagrams of force and velocity of the car and deformation of the bus structure were assessed

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Zhu, Tao, Shou-Ne Xiao, Guang-Zhong Hu, Guang-Wu Yang, and Chao Yang. "CRASHWORTHINESS ANALYSIS OF THE STRUCTURE OF METRO VEHICLES CONSTRUCTED FROM TYPICAL MATERIALS AND THE LUMPED PARAMETER MODEL OF FRONTAL IMPACT." Transport 34, no. 1 (January 31, 2019): 75–88. http://dx.doi.org/10.3846/transport.2019.7552.

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This paper establishes a Finite Element (FE) model of a rigid barrier impact of a single vehicle constructed from carbon steel, stainless steel, and aluminum alloy, which are three typical materials used in metro vehicle car body structures. The different responses of the three materials during the collision are compared. According to the energy absorption, velocity, deformation and collision force flow characteristics of each vehicle, the relationship between the energy absorption ratio of the vehicle body and the energy absorption ratio of its key components is proposed. Based on the collision force flow distribution proportion of each component, the causes of the key components’ deformation are analysed in detail. The internal relationship between the deformation, energy absorption and impact force of the key components involved in a car body collision is elucidated. By determining the characteristic parameters describing the vehicle’s dynamic stiffness, a metro vehicle frontal impact model using lumped parameters is established that provides a simple and efficient conceptual design method for railway train safety design. These research results can be used to guide the design of railway trains for structural crashworthiness.

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Jeon, Hyeok-Jin. "An Analysis of Factors Affecting Severity of Elderly Driver in Frontal Collision." Fire science and engineering 33, no. 2 (April 30, 2019): 139–44. http://dx.doi.org/10.7731/kifse.2019.33.2.139.

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Kuznetcov, Anton, Igor Telichev, and Christine Q. Wu. "Numerical parametric study on factors affecting passenger safety in motorcoach frontal collision." International Journal of Crashworthiness 22, no. 2 (October 24, 2016): 214–26. http://dx.doi.org/10.1080/13588265.2016.1245646.

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Ahmad, Yahaya, Wira Jazair Yahya, Khairil Anwar Abu Kassim, Saiprasit Koetniyom, Julaluk Carmai, and Hasannuddin abd Kadir. "Driver head kinematic analysis under frontal offset collision during the rebound phase." International Journal of Crashworthiness 24, no. 6 (January 30, 2019): 606–14. http://dx.doi.org/10.1080/13588265.2018.1497128.

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NARUKAWA, Terumasa, and Hidekazu NISHIMURA. "Control System Design for Occupant Lower Extremity Protection in Vehicle Frontal Collision." Journal of System Design and Dynamics 5, no. 5 (2011): 1176–87. http://dx.doi.org/10.1299/jsdd.5.1176.

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Ejima, Susumu, Yoshio Zama, Koshiro Ono, Kouji Kaneoka, Itsuo Shina, and Masahiro Awano. "B-5 Study of Pre-crash Occupant Kinematic during the Frontal Collision." Proceedings of Joint Symposium: Symposium on Sports Engineering, Symposium on Human Dynamics 2009 (2009): 264–68. http://dx.doi.org/10.1299/jsmesports.2009.0_264.

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Zou, Li, Yonggang Li, Yingjie Hu, Zhen Wang, and Zongbing Yu. "Frontal collision of two nonlinear internal solitary waves in a stratified fluid." Applied Ocean Research 104 (November 2020): 102334. http://dx.doi.org/10.1016/j.apor.2020.102334.

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