Journal articles on the topic 'Vehicle safety; impact testing; head injury'
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1
Atarod, Mohammad. "An evaluation of occupant dynamics during moderate-to-high speed side impacts." Proceedings of the Institution of Mechanical Engineers, Part H: Journal of Engineering in Medicine 235, no. 5 (February 23, 2021): 546–65. http://dx.doi.org/10.1177/0954411921994937.
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The present study examined trends in occupant dynamics during side impact testing in vehicle models over the past decade. “Moderate-to-high” speed side impacts (delta-V ≥15 km/h) were analyzed. The Insurance Institute for Highway Safety (IIHS) side impact crash data was examined ( N = 126). The test procedure involved a moving deformable barrier (MDB) impacting the sides of stationary vehicles at 50.0 km/h. Instrumented 5th-percentile female SID IIs dummies were positioned in the driver and left rear passenger seats. Occupant head, neck, shoulder, torso, spine, and pelvis/femur responses (times histories, peaks, and time-to-peak values) were evaluated and compared to injury assessment reference values (IARVs). The effects of delta-V, vehicle model year, vehicle body type, and occupant seating position on dynamic responses were examined. The vehicle lateral delta-Vs ranged from 15.9 to 34.5 km/h. The MY2018-2020 demonstrated lower peak dynamics than MY2010-2013, for the driver head acceleration (53.7 ± 11.3 g vs 46.4 ± 11.6 g), shoulder lateral forces (1.7 ± 0.7 kN vs 1.5 ± 0.2 kN), average rib deflection (29.8 ± 8.3 mm vs 28.4 ± 6.2 mm), spine accelerations at T4 (51.4 ± 23.4 g vs 39.6 ± 5.9 g) and T12 (56.3 ± 18.5 g vs 45.2 ± 9.6 g), iliac forces (1.9 ± 1.0 kN vs 1.2 ± 0.9 kN), and acetabular forces (1.9 ± 0.8 kN vs 1.3 ± 0.5 kN). The driver indicated statistically higher dynamic responses than the left rear passenger. Higher wheelbase vehicles generally showed lower occupant loading than the smaller vehicles. In conclusion, a reduction in occupant loading and risks for injury was observed in vehicle models over the past decade. This provides further insight into injury mechanisms, occupant dynamics simulations, and seat/restraint design.
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Ivarsson, J., D. C. Viano, P. Lo¨vsund, and Y. Parnaik. "Head Kinematics in Mini-Sled Tests of Foam Padding: Relevance of Linear Responses From Free Motion Headform (FMH) Testing to Head Angular Responses." Journal of Biomechanical Engineering 125, no. 4 (August 1, 2003): 523–32. http://dx.doi.org/10.1115/1.1590360.
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The revised Federal Motor Vehicle Safety Standard (FMVSS) No. 201 specifies that the safety performance of vehicle upper interiors is determined from the resultant linear acceleration response of a free motion headform (FMH) impacting the interior at 6.7 m/s. This study addresses whether linear output data from the FMH test can be used to select an upper interior padding that decreases the likelihood of rotationally induced brain injuries. Using an experimental setup consisting of a Hybrid III head-neck structure mounted on a mini-sled platform, sagittal plane linear and angular head accelerations were measured in frontal head impacts into foam samples of various stiffness and density with a constant thickness (51 mm) at low (∼5.0 m/s), intermediate (∼7.0 m/s), and high (∼9.6 m/s) impact speeds. Provided that the foam samples did not bottom out, recorded peak values of angular acceleration and change in angular velocity increased approximately linearly with increasing peak resultant linear acceleration and value of the Head Injury Criterion HIC36. The results indicate that the padding that produces the lowest possible peak angular acceleration and peak change in angular velocity without causing high peak forces is the one that produces the lowest possible HIC36 without bottoming out in the FMH test.
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Renesme, Laurent, Fadwa Darwaish, Kim Greenwood, Cheryl Aubertin, James Green, Adrian Chan, Robert Langlois, and Stephanie Redpath. "24 Reducing vibrations to improve infant patient safety during transportation." Paediatrics & Child Health 26, Supplement_1 (October 1, 2021): e17-e18. http://dx.doi.org/10.1093/pch/pxab061.018.
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Abstract Primary Subject area Neonatal-Perinatal Medicine Background Each year, thousands of newborns are transported by air or ground ambulance to receive specialized medical care. For neurologically immature and physiologically compromised infants, especially preterm infants, the noise and vibration exposure during transport are high despite preventative measures, and may be an important contributor to brain injury risk. Objectives To develop a new tool to investigate vibrations during neonatal transport and mitigation strategies. Design/Methods Proof of concept study including 3 steps: 1) Characterization of the vibrations during transport. Accelerometer sensors placed on different layers of the Neonatal Patient Transport System (NPTS) (neonate manikin, mattress, incubator, deck, stretcher, and vehicle floor) with a variety of ambulance on road tests performed to capture data. 2) Experimentation - A shaker table was used to develop a standardized test environment. Vibration testing was performed, with the entire NPTS mounted on the shaker table. 3) Mitigation - Shaker table tests were repeated using different configurations of mattress and harness types on manikins with different bodyweights. Results 1) Characterization: Road transport exposed the manikin’s head to vibrations that exceeded adult standards. Examining the frequency spectra of the accelerometer signals across different layers of the NPTS suggests that two interfaces, stretcher/vehicle floor and incubator/deck, may be critical for intervention to mitigate the vibrations, as they both showed the highest gains in vibration power. 2) Experimentation: Comparison between the on-road and shaker table tests showed that the shaker table was able to reproduce on-road transportation with acceptable fidelity. The shaker table setup can serve as a standardized environment to explore the impact of several NPTS design variables on vibrations transmitted to the patient. 3) Mitigations: Different mattresses were shown to influence the vibrations experienced by the manikin. The head restraint harness type showed an amplitude reduction of the peak frequency component for all experiment types and for most mattress types compared to a standard 5-point harness. Conclusion Our study demonstrated that: i) vibrations during neonatal transport can exceed adult standards; ii) acceptable fidelity simulation of road conditions can be achieved using a shaker table system; and iii) the most effective approach for vibration mitigation should consider the whole NTPS, instead of focusing solely on the isolette.
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Diez Marín, Mónica, JULIO ABAJO ALONSO, ALBERTO NEGRO MARNE, SUSANA MARIA ESCALANTE CASTRODEZA, and MARIA TERESA FERNANDEZ. "CHILD SAFETY IN AUTONOMOUS VEHICLES: "LIVING ROOM" LAYOUT." DYNA 97, no. 1 (January 1, 2022): 30–34. http://dx.doi.org/10.6036/10215.
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Autonomous vehicles start to be introduced on our roads and will soon become a reality. Although fatal traffic accidents will be significantly reduced, remaining fatal passenger car crashes should be taken into account to ensure the safety of users. The new highly adaptable interior designs, with totally different layouts from the current ones, may significantly impact occupant safety, especially child passenger safety. Analyzing how these new vehicles affect child safety is a challenge that needs to be addressed. The "living room" layout (face-to-face seating position) is one of the preferences of families traveling with children. Young children need further support and supervision so the possibility of rotating seats to be able to be in front of the small children is a valuable feature for parents. Therefore, new seating orientations away from the forward facing position should be taken into account to ensure children protection. The objective of this study is to evaluate child occupant safety in a "living room" seating position (a possible option in full autonomous vehicles) versus the current forward facing position. Virtual testing methodology was used to perform this study. The virtual PIPER child human body model (HBM) was used. This model is one of the only HBMs developed and validated from child PMHS data (Paediatric Post-Mortem Human Surrogate). The two configurations were defined according with the EuroNCAP child occupant protection test protocol. It was found that the "living room" layout presents worse results according to the child's head injury patterns than in forward facing position. In conclusion, attending to the new seating orientations away from the forward facing position, it is necessary to adapt the restraint systems; otherwise children could suffer potentially dangerous situations.
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Shi, Liangliang, Yong Han, Hongwu Huang, Wei He, Fang Wang, and Bingyu Wang. "Effects of vehicle front-end safety countermeasures on pedestrian head injury risk during ground impact." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 14 (February 8, 2019): 3588–99. http://dx.doi.org/10.1177/0954407019828845.
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Pedestrian safety countermeasures such as pop-up bonnets and exterior pedestrian airbags have been shown to decrease the pedestrian injury risk caused by vehicle impacts (primary impact). However, it is still unknown whether these devices could prevent or mitigate pedestrian injuries resulting from ground impacts (secondary impact). In order to understand how the vehicle safety countermeasures prevent pedestrian head injuries caused by primary and secondary impacts, a total of 252 vehicle-to-pedestrian impact simulations were conducted using the MADYMO code. The simulations accounted for three types of vehicle configurations (a baseline vehicle and vehicles with the two aforementioned vehicle safety countermeasures) along with five front-end structural parameters at three vehicle impact velocities (30, 40, and 50 km/h). The simulation results show that the bonnet leading edge height was the most sensitive parameter affecting the head-to-vehicle impact location and that caused different head injuries resulting from the local stiffness in the location impacted. Moreover, the bonnet leading edge height was the leading governing factor on the pedestrian rotation angle in the secondary impact. The vehicle equipped with a pop-up bonnet and an external airbag could cause a larger pedestrian rotation angle at 30 km/h than that in the other two vehicle types, but conversely could cause a smaller pedestrian rotation angle at 40 and 50 km/h. Also, the vehicle equipped with pop-up bonnet and external airbag systems could lead a higher pedestrian flight altitude than that of the baseline type. A vehicle equipped with a pop-up bonnet and external airbag systems provide improved protection for the pedestrian’s head in the primary impact, but may not prevent the injury risk and/or even cause more severe injuries in secondary impacts.
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Golfo, Salvatore, Gabriele Virzì Mariotti, Filippo Carollo, Antonella Argo, and Gabriele Barbaraci. "Safety considerations on teenage pedestrian–bus impact." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 14 (March 21, 2019): 3839–56. http://dx.doi.org/10.1177/0954407019835617.
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This work studies the impact conditions between the adolescent pedestrian and the bus focusing on head and chest injury. The injury to the head is analyzed using both the Head Injury Criterion (HIC) 36 and the HIC15 parameters as established by the most advanced legislation and comparing the risk probability Abbreviated Injury Scale (AIS3+) and AIS4+. The parameter HIC15 gives a higher probability of risk with lower values, and therefore it can be considered more conservative. Moreover, the study of chest injury is performed with two different biomechanical parameters: the Thoracic Trauma Index (TTI) and the TTI(d); the last neglects the pedestrian mass. The results indicate that the parameters are equivalent for the assessment of chest injury. Instead the front pedestrian collision is characterized by 3 ms criterion. The results comparison with those obtained previously with other types of vehicles shows that, in all cases, the impact with the bus is most dangerous for the teenage pedestrian because of the higher values of the biomechanical parameters. Finally, the influence of the vehicle mass has been investigated, emphasizing how it cannot be neglected a priori. Numerical analysis results are in very good agreement with the results carried out experimentally, from several authors, in real accidents where buses are involved.
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Passarella, Rossi, and Zahari Taha. "Lightweight Solar Vehicle Impact Analysis Using ABAQUS/EXPLICIT." Computer Engineering and Applications Journal 1, no. 2 (December 15, 2012): 85–96. http://dx.doi.org/10.18495/comengapp.v1i2.10.
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This paper described the Abaqus/Explicit 6.7 simulation work performed to study the frontal crash impact condition for an in-house designed and produced lightweight solar vehicle main structural body. The structural body was fabricated from aluminum hollow pipes welded together. The analysis is needed to safeguard the safety of the vehicle driver. The dynamic response of the vehicle structure when subjected to frontal impact condition was simulated, according to NASA best practice for crash test methodology. The simulated speed used was based on the NHTSA standard. Comparison of the analysis with the standard Head Injury Criteria (HIC) and Chest Injury Criteria (CIC) revealed that the driver of the designed vehicle would not be risk because the acceleration resultant was found to be lower than 20 G. The analysis also proved that structural component was able to protect the driver during any frontal collision incident. However, to ensure the safety of the driver, safety precautions such as the use of seatbelt and helmet as well as driving below the speed limit are recommended.DOI: 10.18495/comengapp.12.085096
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Teng, Tso Liang, Cho Chung Liang, Hung Yu Huang, and You Lin Chen. "Effect of Vehicle Seat on Neck Injury in Rear Impact." Advanced Materials Research 538-541 (June 2012): 2995–98. http://dx.doi.org/10.4028/www.scientific.net/amr.538-541.2995.
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Seat is a main part of vehicle to contact with occupant in rear impact and chiefly concern with the severity of neck injuries. Therefore, improvement in seat design can effectively reduce the neck injuries of occupant. For designing an effective vehicle seat to protect occupant, this study develops the numerical model of sled test by using MADYMO software and discusses the relevance between the seat parameters and occupant’s neck based on the validated numerical model. The seat parameters include the stiffness of seat angle device, seat friction and angle of head restraint. The discussion of influencing factors of seat can be referred for designing a safety seat. The occupant neck then can be protected in rear impact accidents.
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Li, Guibing, Zheng Tan, Xiaojiang Lv, and Lihai Ren. "A Computationally Efficient Finite Element Pedestrian Model for Head Safety: Development and Validation." Applied Bionics and Biomechanics 2019 (July 24, 2019): 1–13. http://dx.doi.org/10.1155/2019/4930803.
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Head injuries are often fatal or of sufficient severity to pedestrians in vehicle crashes. Finite element (FE) simulation provides an effective approach to understand pedestrian head injury mechanisms in vehicle crashes. However, studies of pedestrian head safety considering full human body response and a broad range of impact scenarios are still scarce due to the long computing time of the current FE human body models in expensive simulations. Therefore, the purpose of this study is to develop and validate a computationally efficient FE pedestrian model for future studies of pedestrian head safety. Firstly, a FE pedestrian model with a relatively small number of elements (432,694 elements) was developed in the current study. This pedestrian model was then validated at both segment and full body levels against cadaver test data. The simulation results suggest that the responses of the knee, pelvis, thorax, and shoulder in the pedestrian model are generally within the boundaries of cadaver test corridors under lateral impact loading. The upper body (head, T1, and T8) trajectories show good agreements with the cadaver data in vehicle-to-pedestrian impact configuration. Overall, the FE pedestrian model developed in the current study could be useful as a valuable tool for a pedestrian head safety study.
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Tripathy, Santosh Kumar, and Kali Charan Rath. "Pedestrian Head Impact Analysis on a Vehicle and Measures to Reduce HIC Value." ECS Transactions 107, no. 1 (April 24, 2022): 10757–66. http://dx.doi.org/10.1149/10701.10757ecst.
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Throughout the world numerous people are killed in vehicle collisions. Different innovations for expanding the energy-engrossing characteristics of the vehicle body are being considered. This paper worked out on the analysis of pedestrian head impact behavior on a vehicle and technique to reduce HIC (Head Impact Criteria) value. Objectives of this research work are: (a) to reduce the HIC (Head injury Criteria) less than 1000 without affecting the outer design and aesthetics of the vehicle, and (b) to find out the best and economical technologies among “rear-rising hood” and “airbag system for controlling pedestrian collision kinematics” to suit Indian requirements. The pedestrian air bag system along with the rear rising hood system is the best possible solution to protect the pedestrian from fatal injuries. The air bag covers the critical areas of the car for better safety.
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Wang, Xinghua, Yong Peng, and Shengen Yi. "Comparative analyses of bicyclists and motorcyclists in vehicle collisions focusing on head impact responses." Proceedings of the Institution of Mechanical Engineers, Part H: Journal of Engineering in Medicine 231, no. 11 (September 11, 2017): 997–1011. http://dx.doi.org/10.1177/0954411917723674.
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To investigate the differences of the head impact responses between bicyclists and motorcyclists in vehicle collisions. A series of vehicle–bicycle and vehicle–motorcycle lateral impact simulations on four vehicle types at seven vehicle speeds (30, 35, 40, 45, 50, 55 and 60 km/h) and three two-wheeler moving speeds (5, 7.5 and 10 km/h for bicycle, 10, 12.5 and 15 km/h for motorcycle) were established based on PC-Crash software. To further comprehensively explore the differences, additional impact scenes with other initial conditions, such as impact angle (0, π/3, 2π/3 and π) and impact position (left, middle and right part of vehicle front-end), also were supplemented. And then, extensive comparisons were accomplished with regard to average head peak linear acceleration, average head impact speed, average head peak angular acceleration, average head peak angular speed and head injury severity. The results showed there were prominent differences of kinematics and body postures for bicyclists and motorcyclists even under same impact conditions. The variations of bicyclist head impact responses with the changing of impact conditions were a far cry from that of motorcyclists. The average head peak linear acceleration, average head impact speed and average head peak angular acceleration values were higher for motorcyclists than for bicyclists in most cases, while the bicyclists received greater average head peak angular speed values. And the head injuries of motorcyclists worsened faster with increased vehicle speed. The results may provide even deeper understanding of two-wheeler safety and contribute to improve the public health affected by road traffic accidents.
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Yang, Yali, Hao Chen, Ruoping Zhang, Haining Chen, and Xuhua Qiang. "Vehicle Seat Structure Optimization in Front and Rear Impact." Open Mechanical Engineering Journal 8, no. 1 (December 31, 2014): 599–606. http://dx.doi.org/10.2174/1874155x01408010599.
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Seat is one of the important parameters for occupant safety during an impact. The occupant injury characteristics are vital for better seat development. For improving occupant safety during impact, the research on the seat structure optimization in front and rear impact was conducted in this paper. Dummy-seat finite element simulation model was established and analyzed by using HyperMesh and LS-DYNA software. The model was verified with test data before further application. Then, the model was simulated to determine its performance on the head, chest and neck injury of the dummy in the frontal and rear impact. The simulation results showed that the original model cannot provide effective protection according to CNCAP regulation. Thus, modification should be carried out. On the basis of previous study, seat side plate, lower bracket under cushion, and back lock member were modified by implementing orthogonal experiment design method to determine the best option. The optimized solution A4B4C2 was gained through range analysis and integrated balance method. After simulation, chest compression reduced 17.21%, 3ms resultant acceleration reduced 21.16%, dummy neck FX decreased 15.44%, MZ value decreased 3.13%, and backrest angle decreased 46.1%. It was indicated that the optimized structure can improve passenger protection. It was illustrated that the model based method combining HyperMesh and LSDYNA was an effective way for seat development and for conducting occupant injury study.
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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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Giummarra, Melita J., Ben Beck, and Belinda J. Gabbe. "Classification of road traffic injury collision characteristics using text mining analysis: Implications for road injury prevention." PLOS ONE 16, no. 1 (January 27, 2021): e0245636. http://dx.doi.org/10.1371/journal.pone.0245636.
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Road traffic injuries are a leading cause of morbidity and mortality globally. Understanding circumstances leading to road traffic injury is crucial to improve road safety, and implement countermeasures to reduce the incidence and severity of road trauma. We aimed to characterise crash characteristics of road traffic collisions in Victoria, Australia, and to examine the relationship between crash characteristics and fault attribution. Data were extracted from the Victorian State Trauma Registry for motor vehicle drivers, motorcyclists, pedal cyclists and pedestrians with a no-fault compensation claim, aged > = 16 years and injured 2010–2016. People with intentional injury, serious head injury, no compensation claim/missing injury event description or who died < = 12-months post-injury were excluded, resulting in a sample of 2,486. Text mining of the injury event using QDA Miner and Wordstat was used to classify crash circumstances for each road user group. Crashes in which no other was at fault included circumstances involving lost control or avoiding a hazard, mechanical failure or medical conditions. Collisions in which another was predominantly at fault occurred at intersections with another vehicle entering from an adjacent direction, and head-on collisions. Crashes with higher prevalence of unknown fault included multi-vehicle collisions, pedal cyclists injured in rear-end collisions, and pedestrians hit while crossing the road or navigating slow traffic areas. We discuss several methods to promote road safety and to reduce the incidence and severity of road traffic injuries. Our recommendations take into consideration the incidence and impact of road trauma for different types of road users, and include engineering and infrastructure controls through to interventions targeting or accommodating human behaviour.
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Shasthri, S., Qasim H. Shah, V. Kausalyah, Moumen M. Idres, Kassim A. Abdullah, and Wong Shaw Voon. "Lateral Side Impact Crash Simulation of Restrained 3 Year Old Child." Applied Mechanics and Materials 663 (October 2014): 590–95. http://dx.doi.org/10.4028/www.scientific.net/amm.663.590.
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Motor vehicle crashes have become the leading cause of death for children in many developed countries and the trend is on the rise in Malaysia. Child anatomy and physiology necessitates a separate restraints system to be implemented during vehicle travel. Although approximately twice as many crashes with a child fatality are frontal compared to lateral, it is shown that side impacts are nearly twice as likely to result in a child fatality as frontal impacts. Due to the complexity and the highly non-linear nature of vehicle crash affecting occupants, much work still remains to be looked into. This is especially so in the study of injury mechanisms towards efforts of improving CRS design as well as vehicle parameters that may offer more effective and robust injury mitigation. The study here presents a methodology which outlines the development and testing of a simulation model where a 3 year old child, restrained in a CRS within a vehicle, is subjected to lateral side impact by a bullet vehicle. A combined environment of both Finite Element as well as Multi-body is used for the model development. A HYBRID III dummy model is used to represent the child while an FE model is used for the CRS model. A hybrid modelling method is utilized for the belt harness system. The model and simulation conditions are set based on the global FMVSS standard. Head injury criterion and Neck injury criterion are primarily considered in the model assessment. Model development as well as validation steps are presented with discussion of the model’s salient features for greater insights in the study of injury mechanisms.
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Babbs, Charles F. "Biomechanics of Heading a Soccer Ball: Implications for Player Safety." Scientific World JOURNAL 1 (2001): 281–322. http://dx.doi.org/10.1100/tsw.2001.56.
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To better understand the risk and safety of heading a soccer ball, the author created a set of simple mathematical models based upon Newton�s second law of motion to describe the physics of heading. These models describe the player, the ball, the flight of the ball before impact, the motion of the head and ball during impact, and the effects of all of these upon the intensity and the duration of acceleration of the head. The calculated head accelerations were compared to those during presumably safe daily activities of jumping, dancing, and head nodding and also were related to established criteria for serious head injury from the motor vehicle crash literature. The results suggest heading is usually safe but occasionally dangerous, depending on key characteristics of both the player and the ball. Safety is greatly improved when players head the ball with greater effective body mass, which is determined by a player�s size, strength, and technique. Smaller youth players, because of their lesser body mass, are more at risk of potentially dangerous headers than are adults, even when using current youth size balls. Lower ball inflation pressure reduces risk of dangerous head accelerations. Lower pressure balls also have greater “touch” and “playability”, measured in terms of contact time and contact area between foot and ball during a kick. Focus on teaching proper technique, the re-design of age-appropriate balls for young players with reduced weight and inflation pressure, and avoidance of head contact with fast, rising balls kicked at close range can substantially reduce risk of subtle brain injury in players who head soccer balls.
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Bartsch, Adam, Edward Benzel, Vincent Miele, and Vikas Prakash. "Impact test comparisons of 20th and 21st century American football helmets." Journal of Neurosurgery 116, no. 1 (January 2012): 222–33. http://dx.doi.org/10.3171/2011.9.jns111059.
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Object Concussion is the signature American football injury of the 21st century. Modern varsity helmets, as compared with vintage leather helmets, or “leatherheads,” are widely believed to universally improve protection by reducing head impact doses and head injury risk for the 3 million young football players in the US. The object of this study was to compare the head impact doses and injury risks with 11 widely used 21st century varsity helmets and 2 early 20th century leatherheads and to hypothesize what the results might mean for children wearing similar varsity helmets. Methods In an injury biomechanics laboratory, the authors conducted front, oblique front, lateral, oblique rear, and rear head impact tests at 5.0 m/second using helmeted headforms, inducing near- and subconcussive head impact doses on par with approximately the 95th percentile of on-field collision severity. They also calculated impact dose injury risk parameters common to laboratory and on-field traumatic neuromechanics: linear acceleration, angular acceleration, angular velocity, Gadd Severity Index, diffuse axonal injury, acute subdural hematoma, and brain contusion. Results In many instances the head impact doses and head injury risks while wearing vintage leatherheads were comparable to or better than those while wearing several widely used 21st century varsity helmets. Conclusions The authors do not advocate reverting to leather headgear, but they do strongly recommend, especially for young players, instituting helmet safety designs and testing standards, which encourage the minimization of linear and angular impact doses and injury risks in near- and subconcussive head impacts.
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O’Donovan, Siobhan, Corinna van den Heuvel, Matthew Baldock, and Roger W. Byard. "Injuries, death and vehicle airbag deployment." Medicine, Science and the Law 60, no. 2 (January 22, 2020): 147–49. http://dx.doi.org/10.1177/0025802419892392.
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Airbags are impact-activated safety devices which deploy from the interior of vehicles to protect occupants from trauma during crashes. Although airbags effectively reduce the risk of death and injury, this it is not without issues. For example, high-impact unbelted rigid-barrier testing in the USA led to the adoption of powerful, large airbags that were associated with numerous airbag-related deaths and injuries. In contrast, European designs were tested and certified in conjunction with the use of three-point restraint systems, meaning that the airbags could be smaller with reduced ‘punch-out’ power. An overview is provided of the mechanism of action of airbags and the associated non-lethal and lethal injuries that may be sustained by vehicle occupants.
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R, Aakash. "Numerical Simulation of Airbag and Study on the Effect of Airbag Parameters on Head Injury Criteria." International Journal for Research in Applied Science and Engineering Technology 9, no. 9 (September 30, 2021): 1654–66. http://dx.doi.org/10.22214/ijraset.2021.38247.
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Abstract: In the case of an accident, inflatable restraints system plays a critical role in ensuring the safety of vehicle occupants. Frontal airbags have saved 44,869 lives, according to research conducted by the National Highway Traffic Safety Administration (NHTSA).Finite element analysis is extremely important in the research and development of airbags in order to ensure optimum protection for occupant. In this work, we simulate a head impact test with a deploying airbag and investigate the airbag's parameters. The airbag's performance is directly influenced by the parameters of the cushion such as vent area and fabric elasticity. The FEM model is analysed to investigate the influence of airbag parameter, and the findings are utilised to determine an optimal value that may be employed in the construction of better occupant safety systems. Keywords: airbag, finite element method, occupant safety, frontal airbag, vent size, fabric elasticity, head injury criteria
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Venkatason, Kausalyah, Shasthri Sivaguru, Kassim A. Abdullah, Moumen M. Idres, Qasim H. Shah, and S. V. Wong. "The Head Injury Mitigation of an Adult and Child Pedestrian in a Frontal Vehicle Impact Using Response Surface Methodology." Applied Mechanics and Materials 575 (June 2014): 952–55. http://dx.doi.org/10.4028/www.scientific.net/amm.575.952.
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This work aims at achieving an optimized vehicle front-end profile for improved protection for both adult and child pedestrian groups. A seven parameter simplified vehicle front end model is used in which the Central Composite Design(CCD) is utilized to generate a Plan of Experiments for the adult and child pedestrian cases each. Head Injury Criteria (HIC) results from the simulations are tabulated as the response function f(y). The Response Surface method is used to obtain mathematical models for all cases for which optimization is carried out. A close correlation is obtained between the predicted response and the response observed via simulation for the optimized models. The optimized vehicle front-end profile for the adult pedestrian group is shown to be different than that of the optimized profile for the child pedestrian. Moreover, the study shows that both optimized profiles are not mutually applicable for safety. A simple weighted biasing method is used to obtain responses that minimize the response for both adult as well as child pedestrian groups mutually within a single profile. The final optimized model is shown to achieve a safe vehicle front-end profile which equally caters for both adult and child pedestrians.
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Haniffah, Nur Akmal, Mohamad Fazrul Zakaria, and Tan Kean Sheng. "Design and Analysis of Automotive Instrument Panel." Advanced Materials Research 980 (June 2014): 263–68. http://dx.doi.org/10.4028/www.scientific.net/amr.980.263.
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This study presents the automotive instrument panel (IP) design in order to improve the quality, cost, and safety of the existing design. A few conceptual designs were generated based on safety aspect and ergonomic design. The most suitable design was selected using concepts scoring. The IP head impact simulation was conducted using finite element analysis (FEA) to predict the head injury criterion (HIC) value of the front passenger in vehicle according to ECE-R21 regulation. The finite element (FE) model, which consist of upper IP, lower IP, carrier structure and head-form, was built-up to carry out head impact analysis of the IP assembly. The optimum IP design was proposed by analysis of different materials, which are 20% talc filled rubber modified polypropylene (PP+EPDM-TD20), acrylonitrile butadiene styrene (ABS) polymer, and polypropylene (PP) copolymer. The HIC value for all IP was compared using simulation result and theoretical calculation. The lowest HIC value will reduce the head occupant injury. In this study, only the raw material cost was considered in cost evaluation. The IP from ABS polymer performed the lowest HIC value, which were 179.7 but very costly compare to other materials.
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East, Dana, Karla Gustafson, Jason Cabaj, and Lynne Navratil. "An assessment of child care facility playground surfacing safety in Calgary, Alberta." Environmental Health Review 61, no. 1 (March 2018): 19–11. http://dx.doi.org/10.5864/d2018-008.
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Absorption capacity of playground surfaces is a well-recognized factor in injury prevention as most playground injuries result from falls on playground surfaces. In the past, Environmental Health Officers had no way of evaluating impact absorption of playground surfaces so injury prevention capacities of surfacing were unknown. To assess injury prevention characteristics of playground surfaces in the Calgary Zone, Environmental Public Health began testing surfaces in 2012 with a Triax Surface Impact Tester. A total of 102 playground surfaces were tested to the end of 2016. Forty-five (44%) playgrounds failed the impact absorption test, indicating falls from the equipment onto these surfaces could result in a life-threatening head injury. These findings suggest a large percentage of playground surfaces are not providing adequate fall safety. Playground owners/operators require additional knowledge and resources to inform decisions about playground surfacing, and changes to public health legislation should be considered to require formal assessment of playgrounds and ensure playground surfacing is addressed in a consistent manner.
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Xiao, Zhi, Li Wang, Fuhao Mo, Xiaojiang Lv, and Chunhui Yang. "Influences of impact scenarios and vehicle front-end design on head injury risk of motorcyclist." Accident Analysis & Prevention 145 (September 2020): 105697. http://dx.doi.org/10.1016/j.aap.2020.105697.
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BASTIEN, C., C. NEAL-STURGESS, J. CHRISTENSEN, and L. WEN. "A METHOD TO CALCULATE THE AIS TRAUMA SCORE FROM A FINITE ELEMENT MODEL." Journal of Mechanics in Medicine and Biology 20, no. 06 (August 2020): 2050034. http://dx.doi.org/10.1142/s0219519420500347.
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In the real world, traumatic injuries are measured using the Abbreviated Injury Scale (AIS), however, such a scale cannot be computed to date or the injury precisely located by using human computer models. These models use stresses and strains to evaluate whether serious or fatal injuries are reached, which unfortunately bear no direct relation to AIS. This paper proposes to overcome this deficiency and suggests a unique Organ Trauma Model (OTM) able to calculate the risk to life of any organ injury, focussing in this case on real-life pedestrian head injuries. The OTM uses a power method, named Peak Virtual Power (PVP), and defines a brain white and gray matters trauma response as a function of impact direction and impact speed. The OTM was tested against four real-life pedestrian accidents and proved to predict the head trauma severity and location. In some cases, the method did however under-estimate the trauma by 1 AIS level because of post-impact haemorrhage which cannot be captured with Lagrangian Finite Element solvers. The OTM has the potential to create an important advance in vehicle safety by adding more information on the risk of head trauma.
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Cameron, Muir W., Emil H. Schemitsch, Radovan Zdero, and Cheryl E. Quenneville. "Biomechanical impact testing of synthetic versus human cadaveric tibias for predicting injury risk during pedestrian-vehicle collisions." Traffic Injury Prevention 21, no. 2 (February 5, 2020): 163–68. http://dx.doi.org/10.1080/15389588.2020.1714603.
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Wang, Fang, Chao Yu, Bingyu Wang, Guibing Li, Karol Miller, and Adam Wittek. "Prediction of pedestrian brain injury due to vehicle impact using computational biomechanics models: Are head-only models sufficient?" Traffic Injury Prevention 21, no. 1 (November 26, 2019): 102–7. http://dx.doi.org/10.1080/15389588.2019.1680837.
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Stewart, Michael K. G., Michael J. Shkrum, Kevin J. McClafferty, Haojie Mao, and Qi Zhang. "A Neuropathological Study of Diffuse Vascular Injury in Fatal Motor Vehicle Collisions." Journal of Neuropathology & Experimental Neurology 81, no. 2 (January 23, 2022): 88–96. http://dx.doi.org/10.1093/jnen/nlab133.
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Abstract In Canada, 42 929 people were involved in fatal motor vehicle collisions (MVCs) between 1999 and 2018. Traumatic brain injuries (TBIs), including diffuse vascular injury (DVI), were the most frequent cause of death. The neuroanatomical injury pattern and severity of DVI in relation to data on MVC dynamics and other MVC factors were the focus of the current study. Five cases of fatal MVCs investigated by Western University’s Motor Vehicle Safety (MOVES) Research Team with the neuropathological diagnosis of DVI were reviewed. DVI was seen in single and multiple vehicle collisions, with/without rollover and with/without partial occupant ejection. DVI occurred regardless of seatbelt use and airbag deployment and in vehicles equipped with/without antilock brakes. All DVI cases sustained head impacts and had focal TBIs, including basal skull fractures and subarachnoid hemorrhages. DVI was seen in MVCs that ranged in severity based on the change in velocity (delta-V) during the crash (minimum 31 km/hour) and occupant compartment intrusion (minimum 25 cm). In all cases, DVI in frontal white matter, corpus callosum and pontine tegmentum were common. In cases with more extensive DVI, pronounced vehicle rotation occurred before the final impact. Extensive DVI was seen in drivers who experienced sudden acceleration during vehicle rotation and deceleration.
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Kim, H. G., and S. Kang. "Optimum design of an A-pillar trim with rib structures for occupant head protection." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 215, no. 11 (November 1, 2001): 1161–69. http://dx.doi.org/10.1243/0954407011528707.
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The National Highway Traffic Safety Administration (NHTSA) has been conducting biomechanical studies to reduce head injuries sustained during automotive collision. Furthermore, NHTSA added a new regulation to the Federal motor vehicle safety standard FMVSS201, limiting the equivalent head injury criterion (HIC) value to under 1000. In the present study, a methodology is developed for the optimum design of the A-pillar trim with rib structures, which can maximize the energy dissipation during head impact. The design variables for the rib structures are the transverse spacing, the longitudinal spacing and the thickness. The required set of design variables is decided upon on the basis of the design of experiments. A series of simulations for head impact to A-pillar trim are carried out by using the explicit finite element (FE) code LS-DYNA3D, and the HIC(d) values are computed using results from simulations utilizing design variables determined by a combination of the central composite design and the full factorial design. A proper regression function with an R 2 value above 0.9 was constructed using the response surface method, and it was used as an objective function for optimization. An HIC(d) value under 850 for 15 mile/h head-trim impact was obtained using the rib structures suggested by the present design methodology.
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Prochowski, L., M. Ziubiński, and T. Mantur. "Hazards arising during road accidents in cases of vehicle adaptation for the person with special needs." IOP Conference Series: Materials Science and Engineering 1247, no. 1 (July 1, 2022): 012032. http://dx.doi.org/10.1088/1757-899x/1247/1/012032.
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Abstract Independent transport of people with special needs often requires the adaptation of a motorcar to increase the comfort of use and enable proper operating of a vehicle. This adaptation involves, for example, mounting special devices on the steering wheel. This violates the so-called survival zone, defined by (UN/ECE) regulation No. 21. and can deteriorate the occupant’s safety. This study shows the risk for the driver caused by an additional knob mounted on a steering wheel. Model tests were prepared and carried out with the use of the PC-Crash program environment. The simulations of the frontal collisions into the obstacle were computed and the dynamic loads affecting the driver with and without additional adaptation elements on the steering wheel were assessed. Obtained results portray that the impact of the driver’s head into the adaptation element during the collision is possible. This causes a visible increase in the HIC15 head injury indicator by up to 80% for a collision speed of 65 km/h compared to a car without an adaptation device. It was found that the risk of head injury is on average 15% greater compared to the variant without an adaptation device.
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Graci, Valentina, Ethan Douglas, Thomas Seacrist, Jason Kerrigan, Julie Mansfield, John Bolte, Rini Sherony, Jason Hallman, and Kristy Arbogast. "Age Differences in Occupant Motion during Simulated In-Vehicle Swerving Maneuvers." International Journal of Environmental Research and Public Health 17, no. 6 (March 12, 2020): 1834. http://dx.doi.org/10.3390/ijerph17061834.
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Background: With active safety and automated vehicle features becoming more available, unanticipated pre-crash vehicle maneuvers, such as evasive swerving, may become more common, and they may influence the resulting effectiveness of occupant restraints, and consequently may affect injury risks associated with crashes. Therefore, the objective of this study was to quantify the influence of age on key occupant kinematic, kinetic, and muscular responses during evasive swerving in on-road testing. Methods: Seat belt-restrained children (10–12 years old), teens (13–17 years old), and adults (21–33 years old) experienced two evasive swerving maneuvers in a recent model sedan on a test track. Kinematics, muscle activity, and seat belt load distribution were determined and analyzed. Results: Compared to teens and adults, children showed greater head and trunk motion (p < 0.03), but similar muscle activation in the into-the-belt direction of swerving. In the out–of-the-belt direction, children showed head and trunk motion more similar to teens and adults (p < 0.02), but with greater muscle activation. Conclusions: Children showed different neuromuscular control of head and trunk motion compared to older occupants. This study highlights differences in the relationship between kinematics and muscle activation across age groups, and provides new validation data for active human body models across the age range.
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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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Walling, S., N. Kureshi, DB Clarke, M. Erdogan, and RS Green. "P.184 Off-road vehicle fatalities and alcohol in patients with major traumatic brain injury: the risk of impaired driving." Canadian Journal of Neurological Sciences / Journal Canadien des Sciences Neurologiques 48, s3 (November 2021): S73. http://dx.doi.org/10.1017/cjn.2021.460.
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Background: Intoxicated patients injured in off road vehicle (ORV) crashes have higher rates of traumatic brain injury (TBI) and intensive care unit (ICU) admission, as well as prolonged ICU length of stay. This study evaluated the impact of alcohol intoxication on mortality among major TBI patients injured in off-road vehicle crashes. Methods: A retrospective analysis (2002-2014) of off-road vehicle injuries in Nova Scotia resulting in major TBI was performed. ORVs included ATVs, snowmobiles, and dirt bikes. A logistic regression model was constructed to test for in-hospital mortality and adjusted for age, Abbreviated Injury Scale (AIS) Head, Injury Severity Score, and blood alcohol concentration (BAC). Results: There were 176 drivers and passengers of off-road vehicles. Overall mortality was 28%. BAC testing was performed in 61% patients; 85% of pre-hospital deaths were BAC positive (mean BAC=31 ± 17.39 mmol/L) and 70% in-hospital deaths were BAC positive (mean BAC=26 ± 23.12 mmol/L). After adjusting for confounders, high injury severity and intoxication increased the likelihood of in-hospital mortality. Conclusions: These findings demonstrate that alcohol intoxication is a significant risk factor for mortality among off-road vehicle collisions; for every mmol/L change in BAC, there was a 10% increase in the chance of in-hospital mortality.
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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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Yu, Chao, Fang Wang, Bingyu Wang, Guibing Li, and Fan Li. "A Computational Biomechanics Human Body Model Coupling Finite Element and Multibody Segments for Assessment of Head/Brain Injuries in Car-To-Pedestrian Collisions." International Journal of Environmental Research and Public Health 17, no. 2 (January 13, 2020): 492. http://dx.doi.org/10.3390/ijerph17020492.
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It has been challenging to efficiently and accurately reproduce pedestrian head/brain injury, which is one of the most important causes of pedestrian deaths in road traffic accidents, due to the limitations of existing pedestrian computational models, and the complexity of accidents. In this paper, a new coupled pedestrian computational biomechanics model (CPCBM) for head safety study is established via coupling two existing commercial pedestrian models. The head–neck complex of the CPCBM is from the Total Human Model for Safety (THUMS, Toyota Central R&D Laboratories, Nagakute, Japan) (Version 4.01) finite element model and the rest of the parts of the body are from the Netherlands Organisation for Applied Scientific Research (TNO, The Hague, The Netherlands) (Version 7.5) multibody model. The CPCBM was validated in terms of head kinematics and injury by reproducing three cadaveric tests published in the literature, and a correlation and analysis (CORA) objective rating tool was applied to evaluate the correlation of the related signals between the predictions using the CPCBM and the test results. The results show that the CPCBM head center of gravity (COG) trajectories in the impact direction (YOZ plane) strongly agree with the experimental results (CORA ratings: Y = 0.99 ± 0.01; Z = 0.98 ± 0.01); the head COG velocity with respect to the test vehicle correlates well with the test data (CORA ratings: 0.85 ± 0.05); however, the correlation of the acceleration is less strong (CORA ratings: 0.77 ± 0.06). No significant differences in the behavior in predicting the head kinematics and injuries of the tested subjects were observed between the TNO model and CPCBM. Furthermore, the application of the CPCBM leads to substantial reduction of the computation time cost in reproducing the pedestrian head tissue level injuries, compared to the full-scale finite element model, which suggests that the CPCBM could present an efficient tool for pedestrian brain-injury research.
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Ariffin, Aqbal Hafeez, Mohd Syazwan Solah, Hamzah Azhar, Mohd Hafzi Mohd Isa, Mohd Khairudin Rahman, Zulhaidi Mohd Jawi, Noor Faradila Paiman, Yahaya Ahmad, and Khairil Anwar Abu Kassim. "Development of Mobile Deformable Barrier for Side Impact Crashworthiness Evaluation in ASEAN New Car Assessment Programme (ASEAN NCAP)." Applied Mechanics and Materials 663 (October 2014): 562–66. http://dx.doi.org/10.4028/www.scientific.net/amm.663.562.
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Side impact crash test simulates a road crash wherein the side of a vehicle is being impacted, either perpendicularly or at an angle, by the front-end of another vehicle of about similar mass. In Malaysia, this crash configuration is the second leading cause of fatality and injury in road crashes after frontal collision. Extensive research have been carried out worldwide in order to mitigate occupant injury in side impact collision through provision of side impact protection system in vehicle such as side impact airbags and side door bars. As a result, various global regulations and consumer test requirements concerning side impacts have been established to evaluate the effectiveness of the said protection system. Recently, the Malaysian government has implemented the United Nation’s regulation pertaining to side impact protection (UN Regulation 95) for new passenger vehicles in the country. Hence, as a newly established automobile safety rating programme in the region, the ASEAN New Car Assessment Programme (ASEAN NCAP) has a plan in the pipeline to implement UN R95 side impact crash test tentatively in its future assessment scheme. A mobile deformable barrier (MDB) was developed as a preparation towards implementing the ASEAN NCAP’s side impact crashworthiness evaluation. This paper describes characteristics and requirements of the UN R95 as well as the development of the MDB according to the regulation. Several tests and improvements were conducted to ensure the MDB is reliable and having high repeatability for testing.
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Hallgren, Richard C., and Jacob J. Rowan. "Assessment of potential strain injury to rectus capitis posterior minor muscles during whiplash type distortions of the cervical spine." Journal of Osteopathic Medicine 121, no. 9 (June 4, 2021): 747–53. http://dx.doi.org/10.1515/jom-2021-0094.
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Abstract Context Whiplash type injuries resulting from a rear end motor vehicle accident (REMVA) are thought to be caused by excessive loading and displacement of structural components of the cervical spine. On impact, the seat propels the driver’s torso forward relative to the head, resulting in forced flexion of the occipitoatlantal (OA) joint, accompanied by forced stretching of the rectus capitis posterior minor (RCPm) muscles. Flexion of the OA joint and stretching of the RCPm muscles continues to increase until the vehicle’s headrest strikes the back of the driver’s head. It is known that externally applied forces that attempt to move the OA joint beyond its anatomic barrier can result in fracture, dislocation, or soft tissue damage to its structural components. However, the magnitude of headrest backset, defined as the distance between the driver’s head and the vehicle’s headrest, that would result in RCPm muscles being stretched to a length that would put them at risk for a muscle strain injury is unknown. Objectives To quantify the relationships among flexion of the OA joint, RCPm muscle stretch, and backset, and to quantify the biomechanical response of RCPm muscles to increasing levels of axial load due to stretching. Methods Unembalmed head and neck specimens from three White females aged 85, 63, and 70 years were obtained from the Anatomical Services Division at the University of Maryland. Donors had provided written consent allowing use of their body for research purposes. Using an analytic model of the OA joint, the relationships between flexion of the OA joint and RCPm muscle stretch as a function of backset were estimated. RCPm muscles were removed from the cadavers and forcibly stretched using a servomechanism controlled hydraulic testing machine to quantify the load/displacement properties. After testing, the tissues were sectioned, mounted, and stained using Masson’s trichrome to selectively stain muscle fibers red and collagen blue. Results Forced flexion of the OA joint was seen to be directly related to the magnitude of headrest backset. For values of backset greater than 7.2 cm, biomechanical testing of the RCPm muscles revealed that strain injuries ranged from the tearing of a few muscle fibers to complete rupture of the muscle and separation of the tendon at the posterior process of C1. Conclusions Results showed that headrest backset at the time of vehicle impact is an important factor in estimating the risk of muscle strain injury to RCPm muscles. Muscle strain injury would be expected to impact the functional relationship between the RCPm muscles and the pain sensitive spinal dura. Physicians should be alert to the possibility that cervicogenic pain patients who have experienced whiplash associated with REMVA may show clinically relevant structural damage to the RCPm muscles on MRI.
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Laban, Othman, Elsadig Mahdi, and John-John Cabibihan. "Prediction of Neural Space Narrowing and Soft Tissue Injury of the Cervical Spine Concerning Head Restraint Arrangements in Traffic Collisions." Applied Sciences 11, no. 1 (December 25, 2020): 145. http://dx.doi.org/10.3390/app11010145.
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Common quantitative assessments of neck injury criteria do not predict anatomical neck injuries and lack direct relations to design parameters of whiplash-protection systems. This study aims to provide insights into potential soft tissue-level injury sites based on the interactions developed in-between different anatomical structures in case of a rear-end collision. A detailed finite element human model has exhibited an excellent biofidelity when validated against volunteer impacts. Three head restraint arrangements were simulated, predicting both the kinematic response and the anatomical pain source at each arrangement. Head restraint’s contribution has reduced neck shear and head kinematics by at least 70 percent, minimized pressure gradients acting on ganglia and nerve roots less than half. Posterior column ligaments were the most load-bearing components, followed by the lower intervertebral discs and upper capsular ligaments. Sprain of the interspinous ligamentum flavum at early stages has caused instability in the craniovertebral structure causing its discs and facet joints to be elevated compressive loads. Excessive hyperextension motion, which occurred in the absence of the head restraint, has promoted a stable avulsion teardrop fracture of the fourth vertebral body’s anteroinferior aspect and rupture the anterior longitudinal ligament. The observed neck injuries can be mathematically related to head–torso relative kinematics. These relations will lead to the development of a comprehensive neck injury criterion that can predict the injury level. This, in turn, will impose a significant impact on the design processes of vehicle anti-whiplash safety equipment.
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Mattacola, Carl G., Carolina Quintana, Jed Crots, Kimberly I. Tumlin, and Stephanie Bonin. "Repeated Impacts Diminish the Impact Performance of Equestrian Helmets." Journal of Sport Rehabilitation 28, no. 4 (May 1, 2019): 368–72. http://dx.doi.org/10.1123/jsr.2018-0355.
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Context: During thoroughbred races, jockeys are placed in potentially injurious situations, often with inadequate safety equipment. Jockeys frequently sustain head injuries; therefore, it is important that they wear appropriately certified helmets. Objective: The goals of this study are (1) to perform impact attenuation testing according to ASTM F1163-15 on a sample of equestrian helmets commonly used by jockeys in the United States and (2) to quantify headform acceleration and residual crush after repeat impacts at the same location. Participants and Design: Seven helmet models underwent impact attenuation testing according to ASTM F1163-15. A second sample of each helmet model underwent repeat impacts at the crown location for a total of 4 impacts. Setting: Laboratory. Intervention: Each helmet was impacted against a flat and equestrian hazard anvil. Main Outcome Measures: Headform acceleration was recorded during all impact and computed tomography scans were performed preimpact and after impacts 1 and 4 on the crown to quantify liner thickness. Results: Four helmets had 1 impact that exceeded the limit of 300g. During the repeated crown impacts, acceleration remained below 300g for the first and second impacts for all helmets, while only one helmet remained below 300g for all impacts. Foam liner thickness was reduced between 5% and 39% after the first crown impact and between 33% and 70% after the fourth crown impact. Conclusions: All riders should wear a certified helmet and replace it after sustaining a head impact. Following an impact, expanded polystyrene liners compress, and their ability to attenuate head acceleration during subsequent impacts to the same location is reduced. Replacing an impacted helmet may reduce a rider’s head injury risk.
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Wu, Jun, Li Bo Cao, Tian Zhi Chen, Chen Chen Hu, Bing Hui Jiang, and Huan Chen. "Structure Improvement of the S Beam Based on the Safety of SUV." Applied Mechanics and Materials 34-35 (October 2010): 675–80. http://dx.doi.org/10.4028/www.scientific.net/amm.34-35.675.
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The S beam of a production SUV appeared instable deformation in frontal crash test, which was not beneficial to occupant protection. So the deformation of S beam should be controlled to improve the crashworthiness. Inner improvement structures were proposed according to the prototype S beam. A frontal crash FE model and a multi-rigid body model were developed and validated to investigate the crash safety of frontal impact. The influences of the improvements to the deformation of S beam and the energy absorption of longitudinal beams were analyzed by the FE model, and the injury risks of head and thoraces were analyzed by the multi-rigid body model. The better improvement structure was adopted in the frame for the crash test to validate the effectiveness of improved scheme, and the result shows better crash performance of frontal impact for prototype vehicle. Meanwhile, simulation study on crash safety of 40% offset crash were also conducted, which indicated that improved scheme was also beneficial for crash safety of 40% offset crash.
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Kaul, Anand, Ahmed Abbas, Gabriel Smith, Sunil Manjila, Jonathan Pace, and Michael Steinmetz. "A revolution in preventing fatal craniovertebral junction injuries: lessons learned from the Head and Neck Support device in professional auto racing." Journal of Neurosurgery: Spine 25, no. 6 (December 2016): 756–61. http://dx.doi.org/10.3171/2015.10.spine15337.
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Fatal craniovertebral junction (CVJ) injuries were the most common cause of death in high-speed motor sports prior to 2001. Following the death of a mutual friend and race car driver, Patrick Jacquemart (1946–1981), biomechanical engineer Dr. Robert Hubbard, along with race car driver and brother-in-law Jim Downing, developed the concept for the Head and Neck Support (HANS) device to prevent flexion-distraction injuries during high-velocity impact. Biomechanical testing showed that neck shear and loading forces experienced during collisions were 3 times the required amount for a catastrophic injury. Crash sled testing with and without the HANS device elucidated reductions in neck tension, neck compression, head acceleration, and chest acceleration experienced by dummies during high-energy crashes. Simultaneously, motor sports accidents such as Dale Earnhardt Sr.'s fatal crash in 2001 galvanized public opinion in favor of serious safety reform. Analysis of Earnhardt's accident demonstrated that his car's velocity parallel to the barrier was more than 150 miles per hour (mph), with deceleration upon impact of roughly 43 mph in a total of 0.08 seconds. After careful review, several major racing series such as the National Association for Stock Car Auto Racing (NASCAR) and Championship Auto Racing Team (CART) made major changes to ensure the safety of drivers at the turn of the 21st century. Since the rule requiring the HANS device in professional auto racing series was put in place, there has not been a single reported case of a fatal CVJ injury.
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Ptak, Mariusz, Fábio A. O. Fernandes, Mateusz Dymek, Christopher Welter, Kacper Brodziński, and Leszek Chybowski. "Analysis of electric scooter user kinematics after a crash against SUV." PLOS ONE 17, no. 1 (January 21, 2022): e0262682. http://dx.doi.org/10.1371/journal.pone.0262682.
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The article presents the results of the analysis of electric scooter user kinematics after a crash against a vehicle. The share of electric scooters (e-scooters) in urban traffic has been growing in recent years. The number of road accidents involving e-scooters is also increasing. However, the safety situation of electric scooter users is insufficiently researched in terms of kinematics and injury outcomes. The article presents the importance of this problem based on an in-depth literature analysis of e-scooter-related types of accidents, injuries percentages, and helmet use. Subsequently, four accident scenarios were designed and simulated using two numerical codes–LS-DYNA for handling finite element (FE) code (the vehicle and scooter model) and MADYMO for multibody code (dummy model). Scenario one is a side bonnet crash that simulates an accident when the scooter drives into the side-front of the vehicle. The second and the third simulation is a side B-pillar crash, which was divided into two dummy’s positions: the squat and up-right. The fourth simulation is a frontal impact. For each scenario, subsequent frames describing the dummy movement are presented. The after-impact kinematics for various scenarios were analyzed and discussed. The plots of the dummy’s head linear acceleration and its magnitude for the analyzed scenarios were provided. As the study is devoted to increasing riders safety in this means of transportation, the potential directions for further research were indicated.
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Akmal Nur Haniffah, Siti Zawiah Dawal, and Sabariah Julaihi. "WHIPLASH INJURY MECHANISMS OF CAR REAR OCCUPANTS: A REVIEW." Malaysian Journal of Public Health Medicine 20, Special1 (August 1, 2020): 272–81. http://dx.doi.org/10.37268/mjphm/vol.20/no.special1/art.708.
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Whiplash injury due to low severity vehicles crash is a global problem. The injury has long-term clinical and biomechanical implications. Since the mid-1960s, injury statistics have continuously revealed that females face a higher risk of suffering the injury category compare to males. Besides, in a frontal crash, the injury measures from the adult rear dummies were mainly higher than the same size dummies located in driver and front occupant seat. However, most regulations and user crash tests have focused on vehicle drivers and front-seat passenger due to high occupancy and mortality rates in the front seat. In this paper, mechanisms of whiplash injury were reviewed to contribute a further inclusive understanding of human impact reaction, variability quantification, validation, and prevention. The objective of this study is to develop a new design of head restraint (HR) for car rear occupants. In order to raise consideration whiplash injury and prevention mechanisms, impacts are simulated with computer modelling (Ls-Dyna simulation) and validated using Matlab. Therefore, a review of these injury mechanisms indicates the development of new anti-whiplash technology in the automotive safety area is necessary.
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Bartsch, Adam, Rajiv Dama, Jay Alberts, Sergey Samorezov, Edward Benzel, Vincent Miele, Alok Shah, John Humm, Michael McCrea, and Brian Stemper. "Measuring Blunt Force Head Impacts in Athletes." Military Medicine 185, Supplement_1 (January 2020): 190–96. http://dx.doi.org/10.1093/milmed/usz334.
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Abstract Introduction Although concussion continues to be a major source of acute and chronic injuries, concussion injury mechanisms and risk functions are ill-defined. This lack of definition has hindered efforts to develop standardized concussion monitoring, safety testing, and protective countermeasures. To overcome this knowledge gap, we have developed, tested, and deployed a head impact monitoring mouthguard (IMM) system. Materials and Methods The IMM system was first calibrated in 731 laboratory tests. Versus reference, Laboratory IMM data fit a linear model, with results close to the ideal linear model of form y = x + 0, R2 = 1. Next, during on-field play involving n = 54 amateur American athletes in football and boxing, there were tens of thousands of events collected by the IMM. A total of 890 true-positive head impacts were confirmed using a combination of signal processing and National Institute of Neurological Disorders and Stroke/National Institutes of Health Common Data Elements methods. Results The median and 99th percentile of peak scalar linear acceleration and peak angular acceleration were 20 and 50 g and 1,700 and 4,600 rad/s2, respectively. No athletes were diagnosed with concussion. Conclusions While these data are useful for preliminary human tolerance limits, a larger population must be used to quantify real-world dose response as a function of impact magnitude, direction, location, and accumulation. This work is ongoing.
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Zhang, Zi Peng, Gui Fan Zhao, Tso Liang Teng, and Yang Wang. "Analysis and Application of the Impact Absorption Behavior of the Composite Tube." Applied Mechanics and Materials 470 (December 2013): 510–15. http://dx.doi.org/10.4028/www.scientific.net/amm.470.510.
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Composite tube is one new kind of multi-material shell structures. It has both of metal and composite energy absorption advantage. In order to find the energy absorption characteristic of composite tube and put it into use, the Drop-Weight Tear Test (DWTT) was carried out. The LD2Y aluminum was chosen as the inner metal material which was wrapped fiberglass epoxy composite outside. During the test, the displacement signal and velocity signal, acceleration signal were got by piezoelectric acceleration transducer. Furthermore, the DWTT test of the composite tube was simulated in LS-DYNA, and proved the validity of the model by comparing the simulation results with the experiment results. We established the vehicle front longitudinal beam model with the material type of the composite tube, and carried out the simulations of whole car collisions in LS-DYNA according to FMVSS 208. Through the analysis of occupant head injury got from the simulations, we got the result that using the composite tube material could not only elevate the cars safety but also reduce front longitudinal beam weight effectively.
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Penta, Francesco, Giuseppe Amodeo, Antonio Gloria, Massimo Martorelli, Stephan Odenwald, and Antonio Lanzotti. "Low-Velocity Impacts on a Polymeric Foam for the Passive Safety Improvement of Sports Fields: Meshless Approach and Experimental Validation." Applied Sciences 8, no. 7 (July 18, 2018): 1174. http://dx.doi.org/10.3390/app8071174.
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Over the past few years, foam materials have been increasingly used in the passive safety of sport fields, to mitigate the risk of crash injury. Currently, the passive safety certification process of these materials represents an expensive and time-consuming task, since a considerable number of impact tests on material samples have to be carried out by an ad hoc testing apparatus. To overcome this difficulty and speed up the design process of new protective devices, a virtual model for the low-velocity impact behaviour of foam protective mats is needed. In this study a modelling approach based on the mesh-free Element Galerkin method was developed to investigate the impact behaviour of ethylene-vinyl acetate (EVA) foam protective mats. The main advantage of this novel technique is that the difficulties related to the computational mesh distortion and caused by the large deformation of the foam material are avoided and a good accuracy is achieved at a relatively low computational cost. The numerical model was validated statistically by comparing numerical and experimental acceleration data acquired during a series of impact events on EVA foam mats of various thicknesses. The findings of this study are useful for the design and improvement of foam protective devices and allow for optimizing sports fields’ facilities by reducing head injury risk by a reliable computational method.
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Fournier, Marc, Hichem Chenaitia, Catherine Masson, Pierre Michelet, Michel Behr, and Jean-Pierre Auffray. "Crew and Patient Safety in Ambulances: Results of a Personnel Survey and Experimental Side Impact Crash Test." Prehospital and Disaster Medicine 28, no. 4 (May 7, 2013): 370–75. http://dx.doi.org/10.1017/s1049023x13003543.
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AbstractIntroductionAmbulance drivers often travel under stressful conditions at high speed while using vehicles with poor high-speed maneuverability. The occupant safety of ambulance vehicles has not yet been addressed by the automotive safety paradigm; particularly for the rear patient compartment. This study had two objectives: (1) to assess by survey the French Emergency Medical Services (EMS) to determine the layout of the vehicle most often used and the EMS personnel's behavior during transport; and (2) to conduct a crash test to analyze the injuries which may affect EMS personnel and patients in the rear patient compartment.MethodFirstly, a survey was distributed to the 50 largest metropolitan French EMS programs. Secondly, a crash test was performed with a Mobile Intensive Care Unit (MICU) in conditions closest to reality.ResultsForty-nine of the 50 biggest metropolitan French EMS programs responded to the survey. This represents 108 French MICUs. During the last three years, 12 of 49 EMS programs (24%) identified at least one accident with an MICU, and six of these 12 (50%) suffered at least one death in those accidents. A crash test using a typical French EMS MICU showed that after impact of a collision, the ambulance was moved more than five meters with major consequences for all passengers. A study-approved human cadaver placed in the position of a potential patient was partially thrown from the stretcher with a head impact. The accelerometric reaction of the anthropomorphic manikin head was measured at 48G.ConclusionThe crash test demonstrated a lack of safety for EMS personnel and patients in the rear compartment. It would be preferable if each piece of medical equipment were provided with a quick release system resistant to three-dimensional 10G forces. The kinetic changes undergone by the “patient” substitute on the stretcher would probably have an effect of causing injury pathology. This study highlights the need for more research and development in this area.FournierM, ChenaitiaH, MassonC, MicheletP, BehrM, AuffrayJP. Crew and patient safety in ambulances: results of a personnel survey and experimental side impact crash test. Prehosp Disaster Med. 2013;28(4):1-6.
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P., Shakeer Kahn, Bayapa Reddy N., Chandrasekhar C., R. Altaf Hussain, and K. Reddy Jawahar Basha. "A study on injuries of road traffic accident victims attending a tertiary care hospital, Tirupathi." International Journal Of Community Medicine And Public Health 5, no. 6 (May 22, 2018): 2357. http://dx.doi.org/10.18203/2394-6040.ijcmph20182158.
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Background: Rapid motorization bought a boon along with the curse of road traffic accidents toll. Injuries and deaths due to road traffic accidents (RTA) are one of the major public health problems across the globe especially in developing countries due to lack of comprehensive legislative measures. It will have immeasurable impact on the families affected by RTAs.Methods: A hospital based, cross sectional study with victims of road traffic accidents admitted in S.V.R.R. Government General Hospital, Tirupathi, as study subjects was done during June 2013 to May 2014 for one year where 820 victims of road traffic accidents were interviewed after taking prior consent using a predesigned questionnaire.Results: External injury was seen in almost all cases (97.9%) and 61.5% suffered grievous injury. Laceration, fractures and abrasion are the most common types of injuries found. Regarding anatomical sites, head injury is the commonest (68.8%). Majority of the victims suffered grievous injury during 6AM to 12 PM (66.2%). The proportion of grievous injury was most commonly found in victims who were hit by Unknown vehicle (84.6%).Conclusions: Road side medical assistance by their timely action can prevent the toll of RTA fatalities and disabilities. Studies on injuries help in developing improved personal protective gear and safety measures inside the vehicles through novel engineering technology.
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Wilhelm, Johannes, Mariusz Ptak, Fábio A. O. Fernandes, Konrad Kubicki, Artur Kwiatkowski, Monika Ratajczak, Marek Sawicki, and Dariusz Szarek. "Injury Biomechanics of a Child’s Head: Problems, Challenges and Possibilities with a New aHEAD Finite Element Model." Applied Sciences 10, no. 13 (June 28, 2020): 4467. http://dx.doi.org/10.3390/app10134467.
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Traumatic brain injury (TBI) is a major public health problem among children. The predominant causes of TBI in young children are motor vehicle accidents, firearm incidents, falls, and child abuse. The limitation of in vivo studies on the human brain has made the finite element modelling an important tool to study brain injury. Numerical models based on the finite element approach can provide valuable data on biomechanics of brain tissues and help explain many pathological conditions. This work reviews the existing numerical models of a child’s head. However, the existing literature is very limited in reporting proper geometric representation of a small child’s head. Therefore, an advanced 2-year-old child’s head model, named aHEAD 2yo (aHEAD: advanced Head models for safety Enhancement And medical Development), has been developed, which advances the state-of-the-art. The model is one of the first published in the literature, which entirely consists of hexahedral elements for three-dimensional (3D) structures of the head, such as the cerebellum, skull, and cerebrum with detailed geometry of gyri and sulci. It includes cerebrospinal fluid as Smoothed Particle Hydrodynamics (SPH) and a detailed model of pressurized bringing veins. Moreover, the presented review of the literature showed that material models for children are now one of the major limitations. There is also no unambiguous opinion as to the use of separate materials for gray and white matter. Thus, this work examines the impact of various material models for the brain on the biomechanical response of the brain tissues during the mechanical loading described by Hardy et al. The study compares the inhomogeneous models with the separation of gray and white matter against the homogeneous models, i.e., without the gray/white matter separation. The developed model along with its verification aims to establish a further benchmark in finite element head modelling for children and can potentially provide new insights into injury mechanisms.
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N. E. Fouda, Mohammed, and Ahlam Almaged. "Airbag Fatality: A Case Report From the Kingdom of Bahrain." Arab Journal of Forensic Sciences and Forensic Medicine 4, no. 1 (June 30, 2022): 52–58. http://dx.doi.org/10.26735/doke5195.
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The main purpose of Airbags installed in automotives is to protect drivers as well as accompanying passengers during an accident. Despite their safety benefits, a considerable number of airbag-associated injuries are reported in the literature. Airbags are designed to open in head-on collisions when vehicle deceleration exceeds a specified threshold. Defective airbags deployment with metal projectiles launching and hitting passenger’s head or neck have been reported. Deaths from defective airbags are rarely reported in the Middle East. This article presents a case in the Kingdom of Bahrain of a driver whose car was in a head-on collision with another car resulting in in severe head trauma and death at the scene. Death scene investigation revealed that a fire has originated from the airbag compartment with a cylindrical metallic object found missing a part of it. Autopsy of the deceased showed an injury to the right side of the head similar to a firearm inlet. Examination of the head revealed a cylindrical metal object that did not resemble firearm projectiles. The object appeared to have come from the interior of the car upon impact. Laboratory analysis confirmed that the two metallic objects recovered from the deceased’s body were actually the broken pieces of airbag compartment. each other. Although airbags have greatly reduced morbidity and mortality in road traffic accidents, defective airbags highlight the need to increase awareness of their hazards and the importance of their regular inspection and replacement if found defective
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Fonseca, A. H., M. G. Ochsner, W. J. Bromberg, and D. Gantt. "All-Terrain Vehicle Injuries: Are They Dangerous? A 6-Year Experience at a Level I Trauma Center after Legislative Regulations Expired." American Surgeon 71, no. 11 (November 2005): 937–41. http://dx.doi.org/10.1177/000313480507101107.
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All-terrain vehicles (ATVs) have increased in popularity and sales since 1971. This rise in popularity led to an increase in injuries resulting in voluntary industry rider safety regulations in 1988, which expired without renewal in 1998. Our purpose was twofold, to determine the incidence and severity of ATV injuries in our patient population and what, if any impact the safety regulations had. To further characterize the risk of ATV use, we compared them to a vehicle generally recognized as dangerous, the motorcycle (MC). Our trauma registry was reviewed from January 1998 through August 2004 for ATV or MC injured. Data collected included age, gender, mortality, Injury Severity Score (ISS), helmet use, and injury distribution. These were compared to our data from the decade of regulation. There were 352 MC and 221 ATV patients. ATV injured demonstrated a higher proportion of pediatric and female patients ( P < 0.001 and P < 0.01, respectively), a decrease in helmet use (8.6% vs 64.7%, P < 0.001), and increased closed head injuries (CHI) (54.2% vs 44.9%, P < 0.05) compared with MC injured. ISS and mortality were similar. The average number of patients from 1988 to 1998 was 6.9/yr compared to 31.6/yr ( P < 0.001) during 1998–2004 with equal ISS. Our data show that there has been a dramatic and progressive increase in the number of ATV crashes since expiration of industry regulations. ATVs are as dangerous as MCs based on patient ISS and mortality. There are significantly more children and women injured on ATVs. The lower rate of helmet use in ATVs may account for the significantly greater incidence of CHI. These data mandate the need for injury prevention efforts for ATV riders, in particular children, through increased public awareness and new legislation.