Journal articles on the topic 'Injury criterion; crash test; pedestrian'
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Cheng, Rui, Ye Pan, and Lian Xie. "Analysis of Vehicle-Pedestrian Accident Risk Based on Simulation Experiments." Mathematical Problems in Engineering 2022 (August 29, 2022): 1–14. http://dx.doi.org/10.1155/2022/7891232.
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Vehicle-pedestrian accidents are one of the main types of road traffic accidents in China because of their mixed traffic features. By analyzing the characteristics of vehicle-pedestrian accidents, the head injury criterion (HIC) was selected as a quantitative index of pedestrian head injury risk, and vehicle-pedestrian collision simulation tests were carried out using PC-Crash. From the collected test data, the multivariate relationship models between the HIC, vehicle speed, and collision angle were fitted for different vehicle types. A risk assessment method for vehicle-pedestrian accidents based on the HIC was proposed by the Fisher optimal segmentation algorithm. Finally, a new index for evaluating the accuracy of accident risk classification, the degree of error classification, was proposed to verify the validity of the accident risk assessment method. The results show that vehicle speed, collision angle, and vehicle type play a key role in pedestrian injury. Flat-headed vehicles are more likely to cause head injuries to pedestrians than high-headed and low-headed vehicles. Rear-end collisions cause more injuries to pedestrians than side collisions. The research results can provide guidance and a basis for accident liability determination, speed limit management, vehicle safety design, and human injury mechanism analysis.
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Hùng Anh, Lý, Dinh Bao Nguyen, and Anh Huy Nguyen. "Head injury of Vietnamese pedestrian in crash accident with SUV using numerical simulation." Science & Technology Development Journal - Engineering and Technology 3, SI2 (April 9, 2021): first. http://dx.doi.org/10.32508/stdjet.v3isi2.555.
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Crash test simulation using finite-element method is more and more popular in the automobile industry because of its feasibility and cost saving. The majority of finite element dummy models used in crash simulation are built based on anthropometrical and biomechanical data of the USA and European bodies. Thus, it is necessary to develop a scaling algorithm to scale a reference dummy size into a desired one without rebuilding the entire model. In this paper, the Hybrid III dummy model provided by LS-DYNA software is scaled to suit Vietnamese biomechanical characteristics. Then a standard criterion for head injuries called HIC is introduced. In addition, the Hybrid III dummy model is validated by comparing experimental data with simulation results obtained from computer model.
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Hùng Anh, Lý, Dinh Bao Nguyen, and Anh Huy Nguyen. "Methodology for scaling finite element dummy and validation of a Hybrid III dummy model in crashworthiness simulation." Science & Technology Development Journal - Engineering and Technology 2, SI2 (December 31, 2019): SI105—SI113. http://dx.doi.org/10.32508/stdjet.v2isi2.468.
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For study of car-pedestrian crashes, it is two common methods that can be employed: conducting crash tests with mechanical dummies and simulating car crashes on computer. The former is a traditional way and gives good results compared with real life car impact; however, its disadvantage is very expensive test equipment and generally more time-consuming than the latter because after every crash test, experimental vehicles as well as dummies need repairing to be ready for the next experiments. Therefore, crash test simulation using finite-element method is more and more popular in the automobile industry because of its feasibility and cost saving. The majority of finite element dummy models used in crash simulation. Particularly, it is popular to use Hybrid III 50th dummy model which is built based on fiftieth percentile male (equal in height and weight of the average North American). Thus, it is necessary to develop a scaling algorithm to scale a reference dummy size into a desired one without rebuilding the entire model. In this paper, the Hybrid III dummy model provided by LS-DYNA software is scaled to suit Vietnamese biomechanical characteristics. Scaling algorithm comprises dummy geometry, inertial properties and joint properties is utilized. In order to estimate level of head injury – brain concussion by using numerical simulation, the correlation between Head Injury Criterion (HIC) and Abbreviated Injury Scale (AIS) is introduced. In addition, the Hybrid III dummy model in crashworthiness simulation is presented in key frame picture. Numerical simulation approach is validated by comparing results of head acceleration and HIC obtain from this study with experimental data and numerical simulation results in other publication
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Carollo, Filippo, Gabriele Virzì Mariotti, Vincenzo Naso, and Salvatore Golfo. "Head, chest and femur injury in teenage pedestrian–SUV crash; mass influence on the speeds." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 4 (February 5, 2018): 790–809. http://dx.doi.org/10.1177/0954407017753803.
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This work studies the teenage pedestrian–sport utility vehicle (SUV) crash; injury to the vital parts of the body, such as the head and chest, and to the femur is evaluated. More advanced injury criteria are applied, as provided in the rules. The multibody technique is applied by making use of SimWise software and of the teenager anthropomorphic model, the use of which is now consolidated. Head injury criterion (HIC) is used for the head, thoracic trauma index (TTI) criterion for the thorax in the case of side impact and 3 ms criterion in the case of frontal impact, while the force criterion is used for the femur. Both the TTI and femur load evaluation require non-substantial modifications of the dummy, by insertion of sensors for the measurement of the acceleration of the 4th rib and the 12th vertebra and two very thin plates at the knees for the correct individuation of the contact point with the vehicle bumper. Particular attention is paid to the front shape of the vehicle, concluding that the SUV examined in this paper is less dangerous than the sedan studied in a previous work, since its frontal dimensions (bonnet angle, bumper height and bonnet height) are more advantageous. However the teenage pedestrian in a lateral position is less prone to injuries in the head and chest, with respect to the frontal position; the pedestrian’s position has little influence on femur damage. Furthermore, the braking of the vehicle reduces the possibility of crash fatality. In conclusion, a theoretical approach is shown, to highlight the influence of the vehicle mass on the pedestrian speed after the impact.
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Nursherida, J. Mai, Sahari B. Barkawi, A. A. Nuraini, Aidy Ali, A. A. Faieza, Tuan Hafandi Tuan Ismail, Azim Azizi, et al. "Performance of Hood System and Head Injury Criteria Subjected to Frontal Impacts." Applied Mechanics and Materials 165 (April 2012): 270–74. http://dx.doi.org/10.4028/www.scientific.net/amm.165.270.
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The aim of this study is to analyze the effect of steel and composite material on pedestrian head injury criteria of hood system. The hood is made of mild steel and aluminum, e-glass/epoxy composite and carbon epoxy composite are studied and characterized by impact modeling using LS-DYNA V971 in accordance with United States New Car Assessment Program (US-NCAP) frontal impact velocity and based on European Enhanced Vehicle-safety Committee. The most important variable of this structure are mass, material, internal energy, and Head Injury Criterion (HIC). The results are compared with hood made of mild steel. Three types of materials are used which consists of mild steel as reference materials, Aluminum AA5182, E-glass/epoxy composite and carbon fiber/epoxy composite with four different fiber configurations. The in-plane failure behaviors of the composites were evaluated by using Tsai Wu failure criterion. The results for the composite materials are compared to that of steel to find the best material with lowest HIC values. In order to evaluate the protective performance of the baseline hood, the Finite Element models of 50th percentile an adult pedestrian dummy is used in parallel to impact the hood. It was found that aluminum AA5182 hood can reduce the Head Injury Criterion (HIC) by comparing with the baseline hood. For pedestrian crash, it is observed that Aluminum AA5182 hood gave the lowest HIC value with 549.70 for HIC15 and 883.00 for HIC36 followed by steel hood with 657.40 for HIC15 and 980.90 for HIC36, e-glass/epoxy composite hood with 639.60 for HIC15 and 921.70 for HIC36 and carbon/epoxy composite hood with 1197.00 for HIC15 and 1424.00 for HIC36.
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Komol, Md Mostafizur Rahman, Md Mahmudul Hasan, Mohammed Elhenawy, Shamsunnahar Yasmin, Mahmoud Masoud, and Andry Rakotonirainy. "Crash severity analysis of vulnerable road users using machine learning." PLOS ONE 16, no. 8 (August 5, 2021): e0255828. http://dx.doi.org/10.1371/journal.pone.0255828.
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Road crash fatality is a universal problem of the transportation system. A massive death toll caused annually due to road crash incidents, and among them, vulnerable road users (VRU) are endangered with high crash severity. This paper focuses on employing machine learning-based classification approaches for modelling injury severity of vulnerable road users—pedestrian, bicyclist, and motorcyclist. Specifically, this study aims to analyse critical features associated with different VRU groups—for pedestrian, bicyclist, motorcyclist and all VRU groups together. The critical factor of crash severity outcomes for these VRU groups is estimated in identifying the similarities and differences across different important features associated with different VRU groups. The crash data for the study is sourced from the state of Queensland in Australia for the years 2013 through 2019. The supervised machine learning algorithms considered for the empirical analysis includes the K-Nearest Neighbour (KNN), Support Vector Machine (SVM) and Random Forest (RF). In these models, 17 distinct road crash parameters are considered as input features to train models, which originate from road user characteristics, weather and environment, vehicle and driver condition, period, road characteristics and regions, traffic, and speed jurisdiction. These classification models are separately trained and tested for individual and unified VRU to assess crash severity levels. Afterwards, model performances are compared with each other to justify the best classifier where Random Forest classification models for all VRU modes are found to be comparatively robust in test accuracy: (motorcyclist: 72.30%, bicyclist: 64.45%, pedestrian: 67.23%, unified VRU: 68.57%). Based on the Random Forest model, the road crash features are ranked and compared according to their impact on crash severity classification. Furthermore, a model-based partial dependency of each road crash parameters on the severity levels is plotted and compared for each individual and unified VRU. This clarifies the tendency of road crash parameters to vary with different VRU crash severity. Based on the outcome of the comparative analysis, motorcyclists are found to be more likely exposed to higher crash severity, followed by pedestrians and bicyclists.
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Lee, Tae-Hoon, Gun-Ha Yoon, Moon-Sik Han, and Seung-Bok Choi. "Shock mitigation of pedestrians from sports utility vehicles impact using active pop-up and extended hood mechanisms: experimental work." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 232, no. 12 (October 24, 2017): 1573–83. http://dx.doi.org/10.1177/0954407017732641.
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This paper presents experimental results of shock mitigation of pedestrians from a frontal crash with a sports utility vehicle (SUV) by utilizing new active hood mechanisms; pop-up hood and extended hood. The pop-up hood mechanism to protect a pedestrian colliding with the hood area of a SUV is proposed and manufactured. Then, the deployment completion time of a whole active hood lift system, which significantly affects the injury sustained is measured and a headform impact test on the hood system is performed to evaluate shock mitigation of the pedestrian head impact. It is shown that using the proposed pop-up hood mechanism, the pedestrian head injury value can be reduced on the hood impact area for both children and adults. In addition, in this work the newly proposed extended hood mechanism is manufactured by considering beneficial aspects of relatively large-sized SUVs to protect pedestrians from collision with the windshield area. It is demonstrated that the proposed extended hood system can provide a much better protection effect for pedestrians compared to direct collision with the windshield only.
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Wilde, Krzysztof, Arkadiusz Tilsen, Stanisław Burzyński, and Wojciech Witkowski. "On estimation of occupant safety in vehicular crashes into roadside obstacles using non-linear dynamic analysis." MATEC Web of Conferences 285 (2019): 00022. http://dx.doi.org/10.1051/matecconf/201928500022.
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The article describes a comparison of two general methods of occupants safety estimation based on a numerical examples. The so-called direct method is mainly based on the HIC (Head Injury Criterion) of a crash test dummy in a vehicle with passive safety system while the indirect method uses a European standard approach to estimate impact severity level.
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Górniak, Aleksander, Jędrzej Matla, Wanda Górniak, Monika Magdziak-Tokłowicz, Konrad Krakowian, Maciej Zawiślak, Radosław Włostowski, and Jacek Cebula. "Influence of a Passenger Position Seating on Recline Seat on a Head Injury during a Frontal Crash." Sensors 22, no. 5 (March 4, 2022): 2003. http://dx.doi.org/10.3390/s22052003.
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Presently, most passive safety tests are performed with a precisely specified seat position and carefully seated ATD (anthropomorphic test device) dummies. Facing the development of autonomous vehicles, as well as the need for safety verification during crashes with various seat positions such research is even more urgently needed. Apart from the numerical environment, the existing testing equipment is not validated to perform such an investigation. For example, ATDs are not validated for nonstandard seatback positions, and the most accurate method of such research is volunteer tests. The study presented here was performed on a sled test rig utilizing a 50cc Hybrid III dummy according to a full factorial experiment. In addition, input factors were selected in order to verify a safe test condition for surrogate testing. The measured value was head acceleration, which was used for calculation of a head injury criterion. What was found was an optimal seat angle −117°—at which the head injury criteria had the lowest represented value. Moreover, preliminary body dynamics showed a danger of whiplash occurrence for occupants in a fully-reclined seat.
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Grzebieta, Raphael, Mike Bambach, and Andrew McIntosh. "Motorcyclist Impacts into Roadside Barriers." Transportation Research Record: Journal of the Transportation Research Board 2377, no. 1 (January 2013): 84–91. http://dx.doi.org/10.3141/2377-09.
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This paper reports on a study that reviewed the European Standard EN 1317-8 for motorists crashing into barriers and the relevance to Australian motorcycle fatalities. The data collection and analysis of 78 Australian motorcyclist-into-barrier fatalities described here were used to justify the review. In Australia each year approximately 15 motorcyclists die from striking a road safety barrier. A retrospective analysis of the fatalities during 2001 to 2006 (n = 78) was carried out. Consistent with European findings, approximately half the motorcyclists were in the upright posture when they struck the barrier, whereas half slid into the barrier. The mean precrash speed was 100.8 km/h, and the mean impact angle was 15.48. The areas of the body that were injured were similar across different barrier types (concrete, wire rope, and W-beam) and crash postures. The thorax area had the highest incidence of injury and maximum injury in fatal motorcycle crashes into barriers; the head area had the second-highest incidence of injury. Moreover, thorax and pelvis injuries had a greater association with sliding crashes than with those in the upright posture. The existing European Standard EN 1317-8 addresses only the sliding mechanism, uses a head injury criterion, and does not specify any thorax injury criterion. It was proposed that a thorax injury criterion and an additional test should be introduced with the rider in the upright position when striking the barrier and then sliding along the top of the barrier.
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Cruz-Jaramillo, I. L., C. R. Torres-San-Miguel, O. Cortes-Vásquez, and L. Martínez-Sáez. "Numerical Low-Back Booster Analysis on a 6-Year-Old Infant during a Frontal Crash Test." Applied Bionics and Biomechanics 2018 (July 16, 2018): 1–6. http://dx.doi.org/10.1155/2018/2359262.
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This work studies descriptively the Head Injury Criterion (HIC) and Chest Severity Index (CSI), with a finite element model of the Hybrid III dummy type, for six-year-old subjects in a frontal vehicular collision, using the low-back booster (LBB) passive safety system. The vehicle seats and the passive safety systems were modelled in CAD (computer aided design) software. Then, the elements were analysed by the finite element method (FEM) in LS-DYNA® software. The boundary conditions were established for each study, according to the regulations established by the Federal Motor Vehicle Safety Standard (FMVSS), following the FMVSS 213 standard. The numerical simulations were performed during an interval of 120 ms and recording results every 1 ms. In order to analyse the efficiency of the system, the restraint performance of the LBB system is compared with the restraint configuration of the vehicle safety belt (VSB) only. The obtained injury criteria with the LBB system shows its ability to protect children in a frontal collision. The analyses allow obtaining the deceleration values to which the dummy head and chest was subjected. Of the studies herein performed, Study I: VSB obtained a HIC36 of 730.4 and CSI of 315.5, while Study II: LBB obtained a HIC36 of 554.3 and CSI of 281.9. The outcome shows that the restraint efficiency of each studied case differs. Used materials, the attachment system of the LBB, and the belt restraint system properly placed over the infant trunk are the main factors reducing the injury criteria rate.
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Caputo, F., A. De Luca, F. Marulo, M. Guida, and B. Vitolo. "Numerical-Experimental Assessment of a Hybrid FE-MB Model of an Aircraft Seat Sled Test." International Journal of Aerospace Engineering 2018 (August 1, 2018): 1–7. http://dx.doi.org/10.1155/2018/8943826.
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This paper deals with the development of an established hybrid finite element multibody (FE-MB) model for the simulation of an experimental sled test of a single row of a double passenger seat placed in front of a fuselage bulkhead, by considering a single anthropomorphic Hybrid II 50th dummy arranged on one of the seat places. The numerical investigation has been carried out by focusing on the passenger passive safety. Specifically, the occupant injury assessment has been quantitatively monitored by means of the head injury criterion (HIC), which, based on the average value of the dummy head acceleration during a crash event, should not exceed, according to the standards, the value of 1000. Numerical results provided by the hybrid model have been compared with the experimental ones provided by the Geven S.p.A. company and with the results carried out by a full FE model. The hybrid model simulates with a good level of accuracy the experimental test and allows reducing significantly the computing time with respect to the full FE one.
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Bondarenko, Ol'ga. "ASSESSMENT OF THE SAFETY OF PASSENGER CARS IN CASE OF AN EMERGENCY ROLLOVER ON THE RAILROAD TRACKS." Bulletin of Bryansk state technical university 2021, no. 9 (September 8, 2021): 49–54. http://dx.doi.org/10.30987/1999-8775-2021-9-49-54.
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The purpose of the work is to assess the safety of passenger cars in case of an emergency rollover on the body of railroad tracks. The paper introduces a method for predicting injury of railway transport passengers as a result of swinging over the wagon on the body of railroad tracks. The method of research is mathematical modeling of scenarios of swinging over the wagon on a flat bottom or earth tramp of the railway track. A model of a passenger compartment has been developed, which is supplemented with models of a roomette, hand luggage and an anthropometric dummy. The originality of the work is the use of mannequin models for an accident with the rollover of a compartment car on the body of the railroad tracks and obtaining data on the interaction of fit models and a compartment car. The result of the study is the reported values of possible injury to passengers during an emergency rollover of a passenger car. Namely, the values of the head injury criterion, cervical vertebrae, breast and hips of the crash test dummy have been obtained. In comparison of the two considered scenarios of swinging over the wagon, the value of the head injury criterion for overturning the car on an inclined surface is 15% higher, the neck injury criterion is 30% higher, and the hip and chest injury criterion is 23% higher for mannequins on the upper shelves of the compartment due to their interaction with hand luggage. The obtained values do not exceed critical ones. The most dangerous positions of the mannequin model in the compartment of the car are revealed. Conclusions concerning the sufficient safety of the passenger car are formed and recommendations for the development of additional technical solutions to improve the safety of passenger cars are given.
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Krishnamoorthy, Revathi, Monir Takla, Aleksandar Subic, and Derek Scott. "Design Optimisation of Passenger Car Hood Panels for Improved Pedestrian Protection." Advanced Materials Research 633 (January 2013): 62–76. http://dx.doi.org/10.4028/www.scientific.net/amr.633.62.
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This article presents research motivated by the prospect of imminent implementation of the new regulatory requirement for pedestrian protection GTR9 (Global Technical Regulation9). A new methodology has been developed for optimisation of the hood panel of passenger cars to ensure that the pedestrian Head Injury Criterion (HIC) falls below the threshold values specified by both the GTR9 and the consumer metric, the Australian New Car Assessment Program (ANCAP). To meet the performance criteria for pedestrian protection head impact, it is vital to incorporate the associated design parameters into the hood design process at an early stage. These parameters are architectural in nature whereby changing them later in the vehicle design process would be very expensive and difficult to implement. The developed methodology for the design of a hood configuration aims to provide a robust and homogeneous HIC for different impact positions in the central area of the hood of a large sedan, taking into consideration the limited space available for deformation. The non-linear Finite Element Analysis (FEA) software LS-DYNA was used in this research to simulate the GTR-9/ANCAP pedestrian head impact testing procedures. The efficiency of a hood design was calculated as the ratio of the theoretical optimal deformation of hood assembly for a given value of HIC to the actual deformation calculated for the same HIC value of the corresponding numerical test. The efficiency and HIC value were derived for each configuration and compared to obtain the optimal solution for homogeneous performance and minimal deformation of outer and inner hood panels. The Kriging response surface and the Monte Carlo method were used in the design of numerical experiments. The outcomes of this study provide a clear indication that an optimum configuration of the hood panel of a passenger car can be developed to minimize the hood deformation while meeting the requirement for HIC value.
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Kosiński, Piotr, and Piotr Żach. "Verification of Fatigue Damage and Prognosis Related to Degradation of Polymer-Ceramic." Materials 14, no. 18 (September 8, 2021): 5147. http://dx.doi.org/10.3390/ma14185147.
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Statistically, road accidents involving pedestrians occur in the autumn and winter months, when outdoor temperatures reach −30 °C. The research presented in this paper investigates the impact of a pedestrian’s head on laminated windscreen, taking into account the effects of external temperature, heating of the windscreen from the inside, and fatigue of the glass. The automotive laminated windscreen under study is made from two layers of glass and a Polyvinyl Butyral (PVB) resin bonding them together. PVB significantly changes its properties with temperature. The Finite Element Method (FEM) simulations of a pedestrian’s head hitting the windscreen of an Opel Astra II at <−30 °C, +20 °C> were performed. The obtained Head Injury Criterion (HIC) results revealed an almost twofold decrease in safety between +20 °C and −20 °C. The same test was then performed taking into account the heating of the windscreen from the inside and the fatigue of the glass layers. Surprisingly, the highest HIC value of all the cases studied was obtained at −30 °C and heating the windscreen. The nature of safety changes with temperature variation is different for the cases of heating, non-heating, and fatigue of glass layers. Glass fatigue increases pedestrian safety throughout the temperature range analysed.
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Ghanta, Manmohan K., Lou M. Smith, Richard S. Polin, Alan B. Mark, and William V. Spires. "An Analysis of Eastern Association for the Surgery of Trauma Practice Guidelines for Cervical Spine Evaluation in a Series of Patients with Multiple Imaging Techniques." American Surgeon 68, no. 6 (June 2002): 563–68. http://dx.doi.org/10.1177/000313480206800610.
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We conducted a retrospective review of 124 consecutive patients who received all of the following studies between October 1998 and December 1999: three-view plain films (3VPF), full CT survey (CTS), and MRI of the cervical spine. We compared the EAST guidelines for 1) patients with persistent neck pain, 2) those with neurologic deficits (NDs), and 3) those who were obtunded in our study group to determine whether EAST recommendations would risk a significant missed injury rate. The average age was 28 years (range 5 months–78 years). There were 94 males and 30 females. The mean Injury Severity Score (ISS) was 16.8 and the mean Glasgow Coma Score (GCS) 10.87. The most common mechanism of injury was motor vehicle crash (58%) followed by falling (15%), auto versus pedestrian (9%), all-terrain vehicle accident (4%), assault (3%) and other (11%). For comparisons we identified a group of 33 patients with normal mental status and normal 3VPF. Twenty patients had MRI for persistent neck pain. Eleven of 20 had normal MRI. The nine abnormal MRIs showed: six ligamentous injuries, two cord compressions, and one nonligamentous soft-tissue injury. Thirteen of the 33 patients had MRI for ND. Six had normal MRI and all these NDs resolved. The remaining seven MRIs showed: two disc herniations, two cord contusions, one cord edema, one lumbar fracture, and one brachial plexus avulsion. We also examined a group of 51 obtunded patients with normal 3VPF. Thirty-six of 51 had normal CTS and MRI. Ten patients had an abnormal MRI, two an abnormal CTS, and three abnormal MRI and CTS. No obtunded patient with an adequate 3VPF had an injury identified below C2 using CTS and MRI. In the 10 patients with abnormal MRI the mean age was 28.4 years, the mean GCS 6.6 ( P = 0.0025), and the mean ISS 24.3 ( P = 0.03) (Wilcoxson two-sample test). The injuries identified by MRI were four disc herniations, two ligamentous injuries, two soft-tissue traumas, one meningeal tear, and one cord transection. Thirty per cent of patients with persistent neck pain had potentially unstable injuries not detected by 3VPF or CTS. Fifty-four per cent of patients with ND had abnormal MRI. Twenty-two per cent of obtunded patients with normal 3VPF and CTS had an abnormal MRI. These patients have a significantly lower GCS and a higher ISS. Six per cent of these injuries were potentially unstable. Our data support EAST guidelines for patients with persistent neck pain and ND. The guidelines for obtunded patients appear safe in detecting bony injury but may not be sensitive enough for unstable ligamentous injury and significant disc herniations.
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Grindle, Daniel, Wansoo Pak, Berkan Guleyupoglu, Bharath Koya, F. Scott Gayzik, Eric Song, and Costin Untaroiu. "A detailed finite element model of a mid-sized male for the investigation of traffic pedestrian accidents." Proceedings of the Institution of Mechanical Engineers, Part H: Journal of Engineering in Medicine, December 10, 2020, 095441192097622. http://dx.doi.org/10.1177/0954411920976223.
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The pedestrian is one of the most vulnerable road users and comprises approximately 23% of the road crash-related fatalities in the world. To protect pedestrians during Car-to-Pedestrian Collisions (CPC), subsystem impact tests are used in regulations. These tests provide insight but cannot characterize the complex vehicle-pedestrian interaction. The main purpose of this study was to develop and validate a detailed pedestrian Finite Element (FE) model corresponding to a 50th percentile male to predict CPC induced injuries. The model geometry was reconstructed using a multi-modality protocol from medical images and exterior scan data corresponding to a mid-sized male volunteer. To investigate injury response, this model included internal organs, muscles and vessels. The lower extremity, shoulder and upper body of the model were validated against Post Mortem Human Surrogate (PMHS) test data in valgus bending, and lateral/anterior-lateral blunt impacts, respectively. The whole-body pedestrian model was validated in CPC simulations using a mid-sized sedan and simplified generic vehicles bucks and previously unpublished PMHS coronal knee angle data. In the component validations, the responses of the FE model were mostly within PMHS test corridors and in whole body validations the kinematic and injury responses predicted by the model showed similar trends to PMHS test data. Overall, the detailed model showed higher biofidelity, especially in the upper body regions, compared to a previously reported simplified pedestrian model, which recommends using it in future pedestrian automotive safety research.
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Ammar, Dania, Yueru Xu, Bochen Jia, and Shan Bao. "Examination of Recent Pedestrian Safety Patterns at Intersections through Crash Data Analysis." Transportation Research Record: Journal of the Transportation Research Board, June 24, 2022, 036119812210955. http://dx.doi.org/10.1177/03611981221095513.
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Pedestrians are the most vulnerable road users and are at risk of severe consequences when involved in traffic accidents. The purpose of this research is to determine the factors that have significant impacts on the increasing likelihood of pedestrians being seriously injured or killed when involved in a collision with a single vehicle at an intersection over a recent 6-year period. Both 2013–2015 General Estimates System (GES) and 2016–2018 Crash Report Sampling System (CRSS) crash data were used in the analysis. Logistic regression models for the two crash datasets showed that there were four common significant variables affecting pedestrians’ injury levels. The following pairwise comparisons of these common significant factors using the Wald chi-square statistic test showed similar log-odds with few exceptions, suggesting that these affecting factors share similar effects from 2013 through 2018. In both datasets, results showed that a high likelihood of pedestrians’ severe injuries was associated with pedestrians older than 25, dark lighting conditions, light trucks and buses, and vehicles’ straight maneuver. Furthermore, the GES data distinguished further factors imposing higher threats on pedestrians as being drivers’ 19–25 age group, speeding, pedestrians’ roadway crossings maneuvers, and rain conditions. Crashes that occurred at intersections with more than two lanes or during summertime had significantly higher odds of resulting in severe injuries for pedestrians than crashes at two-lane intersections or during wintertime, respectively, in the CRSS dataset. Results of this study contribute to a better understanding of the recent changes in pedestrian safety at intersections and potential countermeasure design suggestions.
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Peck, Jeffrey, Angela Collins, Sean Caskey, Theresa Atkinson, Norman Walter, and Patrick Atkinson. "POSNA 2019 Annual Meeting: Best QSVI Paper." Journal of the Pediatric Orthopaedic Society of North America 1, no. 1 (November 1, 2019). http://dx.doi.org/10.55275/jposna-2019-21.
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Purpose: There is a paucity of data defining safe transport protocols for children treated with hip spica casting. No current restraint device has been tested using casted anthropomorphic test devices (ATDs). Our goal was to evaluate current restraint options in simulated frontal crash testing using a casted pediatric ATD.
Methods: Using an ATD simulating a 3-year-old child, dynamic crash sled tests simulating a frontal crash were performed in accordance with Federal Motor Vehicle Safety Standards 213 (FMVSS 213). Sensors within the ATD recorded: HIC36 (Head Injury Criterion score; predictive of skull fracture), neck injury assessment (Nij), chest compression, chest acceleration, and pelvic injury assessment. Test crash video visual assessment was performed (Figures 1&2). The ATD was casted in a double-leg spica. Five restraint devices were tested: seat designed for spica-casted children (Merrit Wallenberg), modified restraint harness (Modified EZ-On-Vest), commercially available booster seat (Britax Parkway SGL Booster), and two commercially available forward-facing car seats able to accommodate the casted ATD (Diono Radian R100, Graco Nautilus 65 LX). One test was performed for each restraint system. All tests were performed at 30 MPH on a deceleration sled.
Results: Although the presence of the cast increased many of the injury metrics measured, all 5 seats that were tested passed current FMVSS 213 federal guidelines for the head and chest. However, there were marked differences between the 5 restraint options (Figures 3-5). No single seat performed best in all metrics. Additionally, visual analysis of the video from the test crash of the EZ-On-Vest demonstrated that the face and upper extremities of the ATD are impacted during the crash. The ATD does not have a way to record injury to the extremities, thus this is not captured in the quantitative data.
Conclusions: Per the FMVSS 213 standard, these results suggest safe transport in the five evaluated restraint systems is possible with the child properly fitted and restrained. However, the Nautilus and Diono were found to have both the lowest HIC36 and chest acceleration values, suggesting casted children may not need specially designed seats. Additionally, review of the video of the EZ-On Vest appears to demonstrate that the vest may expose the casted child to additional facial and extremity injuries compared to systems that allow the child to sit upright.
Significance: Parents should not assume a restraint system is automatically appropriate for use with their child. While there were differences in the performances of the tested restraint systems, each child is unique and a trained healthcare provider should be consulted to ensure the child is properly restrained.
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Paez-Granados, Diego, and Aude Billard. "Crash test-based assessment of injury risks for adults and children when colliding with personal mobility devices and service robots." Scientific Reports 12, no. 1 (March 28, 2022). http://dx.doi.org/10.1038/s41598-022-09349-9.
Full textAbstract:
AbstractAutonomous mobility devices such as transport, cleaning, and delivery robots, hold a massive economic and social benefit. However, their deployment should not endanger bystanders, particularly vulnerable populations such as children and older adults who are inherently smaller and fragile. This study compared the risks faced by different pedestrian categories and determined risks through crash testing involving a service robot hitting an adult and a child dummy. Results of collisions at 3.1 m/s (11.1 km/h/6.9 mph) showed risks of serious head (14%), neck (20%), and chest (50%) injuries in children, and tibia fracture (33%) in adults. Furthermore, secondary impact analysis resulted in both populations at risk of severe head injuries, namely, from falling to the ground. Our data and simulations show mitigation strategies for reducing impact injury risks below 5% by either lowering the differential speed at impact below 1.5 m/s (5.4 km/h/3.3 mph) or through the usage of absorbent materials. The results presented herein may influence the design of controllers, sensing awareness, and assessment methods for robots and small vehicles standardization, as well as, policymaking and regulations for the speed, design, and usage of these devices in populated areas.
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Kloppenborg, Nick, Tara Amenson, Jacob Wernik, and John Wiechel. "Low-Speed Go-Kart Crash Tests and a Comparison to Activities of Daily Living." ASCE-ASME J Risk and Uncert in Engrg Sys Part B Mech Engrg 4, no. 4 (May 2, 2018). http://dx.doi.org/10.1115/1.4039357.
Full textAbstract:
Go-karts are a common amusement park feature enjoyed by people of all ages. While intended for racing, contact between go-karts does occur. To investigate and quantify the accelerations and forces which result from contact, 44 low-speed impacts were conducted between a stationary (target) and a moving (bullet) go-kart. The occupant of the bullet go-kart was one of two human volunteers. The occupant of the target go-kart was a Hybrid III 50th percentile male anthropomorphic test device (ATD). Impact configurations consisted of rear-end impacts, frontal impacts, side impacts, and oblique impacts. Results demonstrated high repeatability for the vehicle performance and occupant response. Go-kart accelerations and speed changes increased with increased impact speed. Impact duration and restitution generally decreased with increased impact speed. All ATD acceleration, force, and moment values increased with increased impact speed. Common injury metrics such as the head injury criterion (HIC), Nij, and Nkm were calculated and were found to be below injury thresholds. Occupant response was also compared to published activities of daily living data.
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Hutchinson, T. P. "Dependence of the Head Injury Criterion and Maximum Acceleration on Headform Mass and Initial Velocity in Tests Simulating Pedestrian Impacts With Vehicles." Journal of Biomechanical Engineering 135, no. 11 (October 1, 2013). http://dx.doi.org/10.1115/1.4025331.
Full textAbstract:
Impact testing of pedestrian headforms is usually conducted at one velocity and with one mass of headform, but real impacts occur at a range of velocities and masses. A method is proposed to predict the Head Injury Criterion (HIC) and similar quantities at other velocities from their values observed under test conditions. A specific assumption is made about acceleration during the impact as related to displacement, its differential (instantaneous velocity), mass of headform, and initial velocity: namely, that it is the product of a power function of displacement (representing a possibly nonlinear spring) and a term that includes a type of damping. This equation is not solved, but some properties of the solution are obtained: HIC, maximum acceleration, and maximum displacement are found to be power functions of mass of headform and initial velocity. Expressions for the exponents are obtained in terms of the nonlinearity parameter of the spring. Simple formulae are obtained for the dependence of HIC, maximum acceleration, and maximum displacement on velocity and mass. These are relevant to many types of impact.
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"Survival Following Road Traffic Accidents in a Level-I Trauma Center, Parametric versus Semi-Parametric Survival Models." Iranian Red Crescent Medical Journal, April 20, 2021. http://dx.doi.org/10.32592/ircmj.2021.23.5.297.
Full textAbstract:
Background: Simulation studies present an important statistical tool to investigate the performance, properties, and adequacy of statistical models in pre-specified situations. The proportional hazards model of survival analysis is one of the most important statistical models in medical studies. This study aimed to investigate the underlying one-month survival of road traffic accident (RTA) victims in a Level 1 Trauma Center in Iran using parametric and semi-parametric survival analysis models from the viewpoint of post-crash care-provider in 2017. Materials and Methods: This retrospective cohort study (restudy) was conducted at Level-I Trauma Center of Shiraz, Iran, from January to December 2017. Considering the fact that certain covariates acting on survival may take a non-homogenous risk pattern leading to the violation of proportional hazards assumption in Cox-PH, the parametric survival modeling was employed to inspect the multiplicative effect of all covariates on the hazard. Distributions of choice were Exponential, Weibull and Lognormal. Parameters were estimated using the Akaike Results: Survival analysis was conducted on 8,621 individuals for whom the length of stay (observation period) was between 1 and 89 days. In total, 141 death occurred during this time. The log-rank test revealed inequality of survival functions across various categories of age, injury mechanism, injured body region, injury severity score, and nosocomial infections. Although the risk level in the Cox model is almost the same as that in the results of the parametric models, the Weibull model in the multivariate analysis yields better results, according to the Akaike criterion. Conclusion: In multivariate analysis, parametric models were more efficient than other models. Some results were similar in both parametric and semi-parametric models. In general, parametric models and among them the Weibull model was more efficient than other models.