Injury prediction in a side impact crash using human body model simulation

Development of personalizable female and male pedestrian SAFER human body models

OBJECTIVES

Vulnerable road users are globally overrepresented as victims of road traffic injuries. Developing biofidelic male and female pedestrian human body models (HBMs) that represent diverse anthropometries is essential to enhance road safety and propose intervention strategies.

METHODS

In this study, 50th percentile male and female pedestrians of the SAFER HBM were developed via a newly developed image registration-based mesh morphing framework. The performance of the HBMs was evaluated by means of a set of cadaver experiments, involving subjects struck laterally by a generic sedan buck.

RESULTS

In simulated whole-body pedestrian collisions, the personalized HBMs effectively replicate trajectories of the head and lower body regions, as well as head kinematics, in lateral impacts. The results also demonstrate the personalization framework's capacity to generate personalized HBMs with reliable mesh quality, ensuring robust simulations.

CONCLUSIONS

The presented pedestrian HBMs and personalization framework provide robust means to reconstruct and evaluate head impacts in pedestrian-to-vehicle collisions thoroughly and accurately.

Predictive Factors of the Fatality of Motor Vehicle Passengers Involved in Far-Side Lateral Collisions: A National Crash Database Study

Although the risks faced by passengers in near-side lateral collisions are understood, and despite the presence of side airbags for injury prevention, passengers involved in far-side lateral collisions also suffer serious and fatal injuries. The objective of this study was to determine the independent predictive factors of fatality of motor vehicle passengers involved in far-side lateral collisions. Using 2010 records from the National Automotive Sampling System/Crashworthiness Data System (NASS/CDS), we selected 86 fatal and 325 non-fatal passengers with an Abbreviated Injury Scale (AIS) score of 2 or more. The background and injury severity of the passengers and collision characteristics were compared between the two groups. In a multivariable logistic regression analysis, variables independently associated with fatalities were female sex (Ref, male) (odds ratio [OR], 0.396), age (OR, 1.029), body mass index (OR, 1.057), total delta-V (OR, 1.031), head AIS score (OR, 1.679), chest AIS score (OR, 1.330), and abdomen AIS score (OR, 1.294). This is the first report to determine factors affecting fatality in passengers involved in far-side lateral collisions. Improving the safety of the vehicle interior, such as by including additional seatbelt systems or a side airbag that deploys between seats, might help to avoid fatalities, and reduce injury severity.

Evaluation of injury threshold from the number of rib fracture for predicting pulmonary injuries in blunt chest trauma

Background

Blunt chest trauma is a common presentation in emergency departments. The relationship between bone fractures and organ injuries has not been studied in detail. The purpose of this study was to examine the degree of external force represented by the number of rib fractures that causes lung injury in blunt chest trauma.

Patients and methods

This study was performed retrospectively using trauma patients who received medical examinations in a single university hospital emergency center between April 2015 and March 2020. We examined the association between the number of rib fractures and pulmonary damage using multivariable regression analysis and considered the relationship between rib fracture location and each type of lung injury.

Results

A total of 317 patients were included. The mean age was 63.1 years, 65.0% were male, and traffic accidents were the most common mechanism of injury (55.8%). The number of mean rib fractures was 4.0, and the mean Injury Severity Score was 11.3. The number of rib fractures was associated with an increased risk of pulmonary injuries: pulmonary contusion (odds ratio [OR] 1.30, 95% confidence interval [CI] 1.14-1.48, p < 0.05); hemothorax (OR 1.22, 95% CI 1.08-1.38, p < 0.05); pneumothorax (OR 1.15, 95% CI 1.02-1.30, p < 0.05); and hemopneumothorax (OR 1.14, 95% CI 1.01-1.28, p < 0.05). In addition, bilateral rib fractures were associated with fractures of the superior ribs more often and more severely, but were not associated with the occurrence of each type of lung injury.

Conclusion

The number of rib fractures was associated with an increased risk of pulmonary injuries. In addition, the type of pulmonary injury could be predicted from the number of rib fractures in blunt chest trauma.

Biomechanical evaluation of Back injuries during typical snowboarding backward falls

To prevent spinal and back injuries in snowboarding, back protector devices (BPDs) have been increasingly used. The biomechanical knowledge for the BPD design and evaluation remains to be explored in snowboarding accident conditions. This study aims to evaluate back-to-snow impact conditions and the associated back injury mechanisms in typical snowboarding backward falls. A previously validated snowboarder multi-body model was first used to evaluate the impact zones on the back and the corresponding impact velocities in a total of 324 snowboarding backward falls. The biomechanical responses during back-to-snow impacts were then evaluated by applying the back-to-snow impact velocity to a full human body finite element model to fall on the snow ground of three levels of stiffness (soft, hard, and icy snow). The mean values of back-to-snow normal and tangential impact velocities were 2.4 m/s and 7.3 m/s with maximum values up to 4.8 m/s and 18.5 m/s. The lower spine had the highest normal impact velocity during snowboarding backward falls. The thoracic spine was found more likely to exceed the limits of flexion-extension range of motions than the lumbar spine during back-to-snow impacts, indicating a higher injury risk. On the hard and icy snow, rib cage and vertebral fractures were predicted at the costal cartilage and the posterior elements of the vertebrae. Despite the possible back injuries, the back-to-snow impact force was always lower than the force thresholds of the current BPD testing standard. The current work provides additional biomechanical knowledge for the future design of back protections for snowboarders.

Effects of Loading Conditions on the Pelvic Fracture Biomechanism and Discrimination of Forensic Injury Manners of Impact and Run-Over Using the Finite Element Pelvic Model

This study aimed to systematically simulate the responses of pelvic fracture under impact and run-over to clarify the effects of boundary and loading conditions on the pelvic fracture mechanism and provide complementary quantitative evidence for forensic practice. Based on the THUMS finite element model, we have validated the simulation performance of the model by a real postmortem human pelvis side impact experiment. A total of 54 simulations with two injury manners (impact and run-over), seven loading directions (0°, 30°, 60°, 90°, 270°, 300°, 330°), and six loading velocities (10, 20, 30, 40, 50, and 60 km/h) were conducted. Criteria of effective strain, Von-Mises stress, contact force, and self-designed normalized eccentricity were used to evaluate the biomechanism of pelvic fracture. Based on our simulation results, it’s challenging to distinguish impact from run-over only rely on certain characteristic fractures. Loads on the front and back were less likely to cause pelvic fractures. In the 30°, 60°, 300° load directions, the overall deformation caused a “diagonal” pelvic fracture. The higher is the velocity (kinetic energy), the more severe is the pelvic fracture. The contact force will predict the risk of fracture. In addition, our self-designed eccentricity will distinguish the injury manner of impact and run-over under the 90° loads. The “biomechanical fingerprints” based on logistic regression of all biomechanical variables have an AUC of 0.941 in discriminating the injury manners. Our study may provide simulation evidence and new methods for the forensic community to improve the forensic identification ability of injury manners.

Kinetic and Kinematic Features of Pedestrian Avoidance Behavior in Motor Vehicle Conflicts

The active behaviors of pedestrians, such as avoidance motions, affect the resultant injury risk in vehicle–pedestrian collisions. However, the biomechanical features of these behaviors remain unquantified, leading to a gap in the development of biofidelic research tools and tailored protection for pedestrians in real-world traffic scenarios. In this study, we prompted subjects (“pedestrians”) to exhibit natural avoidance behaviors in well-controlled near-real traffic conflict scenarios using a previously developed virtual reality (VR)-based experimental platform. We quantified the pedestrian–vehicle interaction processes in the pre-crash phase and extracted the pedestrian postures immediately before collision with the vehicle; these were termed the “pre-crash postures.” We recorded the kinetic and kinematic features of the pedestrian avoidance responses—including the relative locations of the vehicle and pedestrian, pedestrian movement velocity and acceleration, pedestrian posture parameters (joint positions and angles), and pedestrian muscle activation levels—using a motion capture system and physiological signal system. The velocities in the avoidance behaviors were significantly different from those in a normal gait (p < 0.01). Based on the extracted natural reaction features of the pedestrians, this study provides data to support the analysis of pedestrian injury risk, development of biofidelic human body models (HBM), and design of advanced on-vehicle active safety systems.

Development and implementation of a time- and computationally-efficient methodology for reconstructing real-world crashes using finite element modeling to improve crash injury research investigations

Eleven Crash Injury Research and Engineering Network (CIREN) frontal crashes were reconstructed using a novel, time-efficient methodology involving a simplified vehicle model. Kinematic accuracy was assessed using novel kinematic scores between 0-1 and chest injury was assessed using literature-defined injury metric time histories. The average kinematic score across all simulations was 0.87, indicating good kinematic accuracy. Time histories for chest compression, rib strain, shoulder belt force, and steering column force discerned the most causative components of chest injury in all cases. Abbreviated Injury Scale (AIS) 2+ and AIS 3+ chest injury risk functions using belt force identified chest injury with 81.8% success.

Biomechanics of Lumbar Spine Injury in Road Barrier Collision-Finite Element Study

Literature and field data from CIREN database have shown that lumbar spine injuries occur during car crashes. There are multiple hypotheses regarding how they occur; however, there is no biomechanical explanation for these injuries during collisions with road safety barriers (RSBs). Therefore, the objective of this study was to investigate the mechanics of vertebral fractures during car collisions with concrete RSBs. The finite element method was used for the numerical simulations. The global model of the car collision with the concrete RSB was created. The lumbar spine kinematics were extracted from the global simulation and then applied as boundary conditions to the detailed lumbar spine model. The results showed that during the collision, the occupant was elevated, and then dropped during the vehicle landing. This resulted in axial compression forces 2.6 kN with flexion bending moments 34.7 and 37.8 Nm in the L2 and L3 vertebrae. It was shown that the bending moment is the result of the longitudinal force on the eccentricity. The lumbar spine index for the L1-L5 section was 2.80, thus indicating a lumbar spine fracture. The minimum principal strain criterion of 7.4% and damage variable indicated L2 and L3 vertebrae and the inferior part of L1, as those potentially prone to fracture. This study found that lumbar spine fractures could occur as a consequence of vehicle landing during a collision with a concrete RSB mostly affecting the L1-L3 lumbar spine section. The fracture was caused by a combination of axial forces and flexion bending moments.

Multiobjective optimization on cooperative control of autonomous emergency steering and occupant restraint system for enhancing occupant safety

Occupant safety remains one of the most challenging and significant design considerations in the automotive and transportation industry. Nevertheless, independently developed active or passive safety systems may lead to unsatisfactory protective performance under the critical driving scenarios. This study aimed to conduct multiobjective optimization of the cooperative controls between autonomous emergency steering (AES) and occupant restraint system (ORS) to explore the potential occupant injury reduction capability as well as mechanisms subjected to a frontal collision. First, a multiple simulation approach comprising PreScan/Simulink, LS-DYNA, Madymo was used to correlate the control parameters of the safety systems and occupant injuries quantitatively. Then the control parameters of AES and ORS were selected as the design variables after sensitivity analysis, and injury responses of the sampling points were extracted by the multiple simulation approach. Surrogate models and multiobjective optimization algorithm were used to determine the optimum design in cooperative controls of AES and ORS maneuvers, from which in-depth effect mechanisms that contributed to the improvement of occupant protection were identified. Compared to the baseline design, the optimum control parameters of AES-ORS integration substantially decreased the occupant injuries of the head, chest and neck, and consequently led to a reduction of 33.02% in the overall injury risk. This study is anticipated to demonstrate a new design approach for the control system, thereby enhancing occupant safety.

Blunt injury of liver: mechanical response of porcine liver in experimental impact test

OBJECTIVE

The liver is frequently injured in blunt abdominal trauma caused by road traffic accidents. The testing of safety performance of vehicles, e.g. belt usage, head support, seat shape, or air bag shape, material, pressure and reaction, could lead to reduction of the injury seriousness. Current trends in safety testing include development of accurate computational human body models (HBMs) based on the anatomical, morphological, and mechanical behavior of tissues under high strain.

APPROACH

The aim of this study was to describe the internal pressure changes within porcine liver, the severity of liver injury and the relation between the porcine liver microstructure and rupture propagation in an experimental impact test. Porcine liver specimens (n = 24) were uniformly compressed using a drop tower technique and four impact heights (200, 300, 400 and 500 mm; corresponding velocities: 1.72, 2.17, 2.54 and 2.88 m s^-1). The changes in intravascular pressure were measured via catheters placed in portal vein and caudate vena cava. The induced injuries were analyzed on the macroscopic level according to AAST grade and AIS severity. Rupture propagation with respect to liver microstructure was analyzed using stereological methods.

MAIN RESULTS

Macroscopic ruptures affected mostly the interface between connective tissue surrounding big vessels and liver parenchyma. Histological analysis revealed that the ruptures avoided reticular fibers and interlobular septa made of connective tissue on the microscopic level.

SIGNIFICANCE

The present findings can be used for evaluation of HBMs of liver behavior in impact situations.

Do NHTSA vehicle safety ratings affect side impact crash outcomes?

INTRODUCTION

Side impact crash injuries tend to be severe, mainly due to the effects of the mechanism of such crashes. This study addresses the relationship between side impact crash injury severities and side impact safety ratings of the passenger cars involved in such crashes. It is motivated by the lack of research on side impact safety ratings in relation to the real-world crash outcomes.

METHOD

Analysis of Crashworthiness Data System's (CDS) data show the head and thorax are the most common regions of impact of severe injuries, while the neck is the least. Irrespective of body regions, higher-rated vehicles were found to provide better occupant protection to both younger and older driver age groups. Assessment based on injury severity score (ISS) indicates that higher-rated vehicles have an overall lower average ISS compared to lower-rated vehicles.

RESULTS

Ultimately, this study shows that vehicles rated with National Highway Traffic Safety Administration's (NHTSA) new criteria had lower average ISS compared to vehicles rated under the old criteria. The 2011 NHTSA side impact rating criteria being relatively new, it has very few crashes to draw meaningful statistically significant conclusions. However, this paper establishes the fact that vehicles with higher star ratings (under experimental conditions) indeed offer increased occupant protection in the field conditions. Practical applications: Previous studies have found that safety was given priority while buying new vehicles. However, people associated vehicle safety with technologies and specific safety features rather than the vehicle's crash test results or ratings (Koppel, Charlton, Fildes, & Fitzharris, 2008). The results from this study provide a point of reference for safety advocates to educate the drivers about the importance of considering vehicle safety ratings during a vehicle purchase.

The role of striking and struck vehicles in side crashes between vehicles: Bayesian bivariate probit analysis in China

OBJECTIVE

Side crashes between vehicles which usually lead to high casualties and property loss, rank first among total crashes in China. This paper aims to identify the factors associated with injury severity of side crashes at intersections and to provide suggestions for developing countermeasures to mitigate the levels of injuries.

METHOD

In order to investigate the role of striking and struck vehicles in side crashes simultaneously, bivariate probit model was proposed and Bayesian approach was employed to evaluate the model, compared to the corresponding univariate probit model.

DATA

Crash data from Beijing, China for the period 2009-2012 were used to carry out the statistical analysis. Based on the investigation with vehicles and data analysis on events, 130 intersection side crash cases were selected to form a specific dataset. Then, the influence of human, vehicles, roadway and environmental variables on crash severity was examined by means of bivariate probit regression within Bayesian framework.

RESULTS

The effects of the factors on striking vehicle drivers and struck vehicle drivers were considered separately and simultaneously to find more targeted conclusions. The statistical analysis revealed vehicle type, lane number, no non-motorized lane and speeding have the corresponding influence on the injury severity of striking vehicles, while time of day and vehicle type of struck vehicles increased the likelihood of being injured.

CONCLUSIONS

From the results it can be concluded that there indeed exists correlation between striking and struck vehicles in side crashes, although the correlation is not so strong. Importantly, Bayesian bivariate probit model can address the role of striking and struck vehicles in side crashes simultaneously and can accommodate the correlation clearly, which extends the range of univariate probit analysis. The general and empirical countermeasures are presented to improve the safety at intersections.

EFFECT OF MATERIAL MODEL SELECTION ON LATERAL IMPACT SIMULATIONS OF PELVIC COMPLEX

Material mechanical behavior plays an important role in pelvic complex simulation under lateral impact. Aiming to investigate effects of material model selection on the responses of lateral impact simulations, a seating pelvic complex model was constructed. The model was subjected to a series of impacts at velocity of 3–10[Formula: see text]m/s, and two material models were, respectively, assigned to the pelvic bone to evaluate the accuracy of the simulation. The results showed that the pelvic response and fracture pattern with plastic–elastic material model agreed well with the literature, while linear elastic material model was dissatisfied factory, especially the pelvic response at low velocity deviated from most cadaveric test data. In addition, drastic change of arterial pressure was responsible for hemorrhages associated with pelvic fracture. Ligament loading sequence verified that the posterior pelvic ring bore the greatest amount of load during the impact. Based on the above findings, we concluded that a plastic–elastic with strain rate effect material model can improve the simulation accuracy of pelvic complex under lateral impact, and pelvic fracture pattern may help to estimate the parameters’ selection in impact simulation.

Analysis Regarding the Risk of Injuries of Soldiers Inside a Vehicle during Accidents Caused by Improvised Explosive Devices

This article presents the description of the mechanism of selected dysfunctions of the human skeletal system and internal organs. The problem is wide and requires extensive experimental and numerical research. This article presents the outline of the problem regarding the creation of personal injuries of soldiers inside armored vehicles. The explanation of the mechanism of injuries caused as a result of strong effects of pulse forces, resulting from both the consequences of the wave of pressure created during an explosion, as well as high accelerations of the vehicle’s hull, is presented herein. Examples of the results of numerical analyses of the pressure wave impact from an explosion are presented in the Article. LS-Dyna software was used to perform the numerical calculations. The analyses were carried out using the Conwep algorithm implemented in the calculation code. The significance of calculation methods, thanks to which it is possible to recreate a simulation in which there is a risk of injuries of soldiers without posing a threat to their health and life, should be noted here. The main parts of the human body, such as the bottom limb, the pelvic belt, the cervical spine and the abdomen, have been considered. Mechanisms causing typical injuries of soldiers inside vehicles under which explosives are detonated have been analyzed for particular body parts through multiple numerical simulations. The analysis of the process of injury creation has been conducted on the basis of the statistical data regarding the most common injuries of soldiers. The validation process of numerical analyses was carried out using the results of experimental research.

A Computationally Efficient Finite Element Pedestrian Model for Head Safety: Development and Validation

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.

Vehicle accident reconstruction by a reduced order impact model

Road accident reconstruction by simulation represents an important step to determine what happened, as well as responsibilities of subjects involved in the event. To allow the reconstruction, a large variety of well-established simulative approaches are available on the market, e.g., impulse-momentum models, finite element method and multi-body systems: the choice on the appropriate methodology mainly depends on the reconstruction expert's needs in terms of calculation time and accuracy in the description of the event's overall dynamics. Most of the available techniques do not simultaneously provide detailed information about kinematics and deformation due to the impact, or considerable calculation resources are required to accomplish the task. The present work thus introduces a special-purpose, reduced order model devoted to accident reconstruction: discretization in a 2D domain of the sole vehicle contour allows to limit the calculation time. The ruling equations on which the 2D road accident reconstruction is based are given in detail, to demonstrate the approach. Referring to five vehicle-to-vehicle impact cases, the compatibility between the actual event dynamics and the results of simulations allowed to emphasize the method potential in the application field.

Identification of the visco-hyperelastic properties of brain white matter based on the combination of inverse method and experiment

To fully understand the brain injury mechanism and develop effective protective approaches, an accurate constitutive model of brain tissue is firstly required. Generally, the brain tissue is regarded as a kind of viscoelastic material and is simply used in the simulation of brain injury. In fact, the brain tissue has the behavior of the visco-hyperelastic property. Therefore, this paper presents an effective computational inverse method to determine the material parameters of visco-hyperelastic constitutive model of brain white matter through compression experiments. First, with the help of 3D hand scanner, 3D geometries of brain white matter specimens are obtained to make it possible to establish the accurate simulation models of the specific specimens. Then, the global sensitivity analysis is adopted to evaluate the importance of the material parameters and further determine the parameters which may be identified. Subsequently, based on the genetic algorithm, the optimal material parameters of brain white matter can be identified by minimizing the match error between the experimental and simulated responses. Finally, by comparing the experiment and simulation results on the other specific specimen, and the simulation results with the material parameters from the references, respectively, the accuracy and reliability of the constitutive model parameters of brain white matter are demonstrated. Graphical abstract The main flowchart of the computational inverse technique for determining the material parameters of specimen-specific on brain white matter. Generalization: Combining the computational inverse method and unconfined uniaxial compression experiment of the specific specimen, an effective identification method is presented to accurately determine the hyperelastic and viscoelastic parameters of brain white matter in this paper.

Dynamic response and material sensitivity analysis of pelvic complex numerical model under side impact

BACKGROUND

The surrogate design and clinical diagnostic suggest that the pelvic dynamic response should be the basis of bone fracture mechanism study under side impact. Pelvic response indicators are the impact force, compression (C), viscous criterion (VC), bone stress, and bone strain. However, no evaluation of these indicators has been conducted.

OBJECTIVE

To evaluate pelvic response indicators under side impact.

METHODS

A sitting pelvic finite element (FE) complex model comprising bone, artery, ligaments, and soft tissue was constructed. The dynamic response of the model under side impact with initial velocity of 3 m/s was investigated and material sensitivity analysis was complemented by changing bone elastic modulus.

RESULTS

The pelvic FE model could predict response under side impact. Specifically, the indicators such as artery pressure and strain, together with the ligaments axial force and strain were provided. The sensitivity analysis showed the impact force, bone stress, and axial force were sensitive to the elastic modulus, whereas, C, VC, bone strain, and artery pressure were not.

CONCLUSIONS

The sitting FE model in this study can predict pelvic dynamic response, and C, VC, bone strain and artery pressure are proposed for pelvic tolerance instead of impact force under side impact.

Numerical investigation of driver lower extremity injuries in finite element frontal crash reconstruction

OBJECTIVE

Lower extremity injuries are the most frequent Abbreviated Injury Scale (AIS) 2 injury for drivers in frontal crashes. The objective was to reconstruct 11 real-world motor vehicle crashes (2 with AIS 2+ distal lower extremity injury and 9 without lower extremity injury) and to analyze the vehicle parameters and driver attributes that affect injury risk.

METHODS

Eleven frontal crashes were reconstructed with a finite element simplified vehicle model (SVM) using a semi-automated optimization method. The SVM was tuned to each corresponding vehicle and the Total HUman Model for Safety (THUMS) Ver 4.01 was scaled and positioned in a baseline configuration to mimic the documented precrash driver posture. The event data recorder crash pulse was applied as the boundary condition for each case. Additionally, for the 2 cases with lower extremity injury, 120 simulations to quantify the uncertainty and response variation were performed varying the following parameters using a Latin hypercube design of experiment (DOE): seat track position, seatback angle, steering column angle, steering column position, and D-ring height. Injury metrics implemented within THUMS were calculated from the femur, tibia, and ankle and cross-compared among the 11 baseline cases using tibia index and multiple injury risk functions. Kinetic and kinematic data from the 120-simulation DOE were analyzed and fit to regression models to examine any causal relationship between occupant positioning and lower extremity injury risk.

RESULTS

Of the 11 real-world crashes, both cases with lower extremity injuries resulted in elevated tibia axial forces and resultant bending moments, compared to the 9 cases without lower extremity injury. The average tibia index of the 2 cases with distal lower extremity injury (left: 1.79; right: 1.19) was higher than that in the 9 cases without lower extremity injury (left: 1.16, P =.024; right: 0.82, P =.024). An increased risk of AIS 2+ tibia shaft (33.6%), distal tibia and hindfoot (20.0%), as well as ankle malleolar (14.5%) fracture was also observed for the injured compared to the noninjured cases. Rearward seat track position, reclined seat back angle, and reduced seat height were correlated with elevated tibia axial force and increased tibia index, imposing additional lower extremity injury risk.

CONCLUSIONS

This study provides a computational framework for assessing lower extremity injuries and elucidates the effect of precrash driver posture on lower extremity injury risk while accounting for vehicle parameters and driver attributes. Results from the study aid in the evaluation of real-world injury data, the understanding of factors contributing to injury risk, and the prevention of lower extremity injuries.

The influence of pre-existing rib fractures on Global Human Body Models Consortium thorax response in frontal and oblique impact

Many post-mortem human subjects (PMHS) considered for use in biomechanical impact tests have pre-existing rib fractures (PERFs), usually resulting from cardiopulmonary resuscitation. These specimens are typically excluded from impact studies with the assumption that the fractures will alter the thoracic response to loading. We previously used the Global Human Body Models Consortium 50th percentile whole-body finite element model (GHBMC M50-O) to demonstrate that up to three lateral or bilateral PERFs do not meaningfully influence the response of the GHBMC thorax to lateral loading. This current study used the GHBMC M50-O to explore the influence of PERFs on thorax response in frontal and oblique loading. Up to six PERFs were simulated on the anterior or lateral rib regions, and the model was subjected to frontal or oblique cylindrical impactor, frontal seatbelt, or frontal seatbelt + airbag loading. Changes in thorax force-compression responses due to PERFs were generally minor, with the greatest alterations seen in models with six PERFs on one side of the ribcage. The observed changes, however, were small relative to mid-size male corridors for the loading conditions simulated. PERFs altered rib strain patterns, but the changes did not translate to changes in global thoracic response. Within the limits of model fidelity, the results suggest that PMHS with up to six PERFs may be appropriate for use in frontal or oblique impact testing.

DYNAMIC RESPONSE OF PELVIC COMPLEX FINITE ELEMENT STUDY AND VALIDATION UNDER SIDE IMPACT

Objective: To investigate and validate dynamic response of the pelvis, a finite element model of seated pelvic complex comprising of bone, ligaments, abdominal artery and soft tissue was developed and concurrently, a cadaver experiment was set up. Materials and Methods: Based on supine scanned CT images, we first developed an FE pelvic complex model and modified it to construct a seated pelvic model by anteriorly rotating the proximal femur to 90[Formula: see text]. For the cadaver experiment, a customized pelvic impact apparatus was designed and optical devices, strain gauges and pressure detectors were used to measure the pelvic response. Results: The results of the FE analysis and the cadaver tests were congruent in terms of impact force and fracture sites. Dynamic arterial response to the lateral impact showed hemodynamic instability that was displayed in pressure variation. The response of ligaments indicated that the posterior ligaments of pelvic ring experienced a larger amount of load. Conclusion: FE results provided the impact of ligaments and arteries besides impact force, compression (C) and viscous criterion (VC). Accordingly, the cadaver experiment measured arterial pressure, impact force, bone strain and compression. The compatibility between the FE and cadaver analyses demonstrates the high bio-fidelity of our pelvic complex model.

BIOMECHANICAL ANALYSIS OF OCCUPANT’S BRAIN RESPONSE AND INJURY IN VEHICLE INTERIOR SECOND IMPACT UTILIZING A REFINED HEAD FINITE ELEMENT MODEL

In vehicle side collisions, traumatic brain injury caused by the impact between occupant’s head and the interior parts of A or B pillar is a major reason of death and disability. In order to analyze the biomechanical response and injury mechanism of occupant’s brain in side collisions, a refined finite element head model representing the 50th percentile Chinese male was developed. Its improvements of biofidelity comparing to the original head model were illustrated through model simulation against the same post mortem human subjects test. Based on the refined head model, the brain biomechanical responses and injuries in the side impact with interior parts of A pillar and B pillar were analyzed according to FMVSS 201U, and the influences of different impact locations and directions were investigated. The results showed that the brain tissues on impact side sustained positive pressure and those on the opposite side experienced negative pressure. The transmission of pressure wave was easy to cause brain concussion and other diffuse brain injuries. The intracranial pressure distribution exhibited a typical pattern of contrecoup injury. The extreme stress concentration in the junction area of the cerebrum, cerebellum and brain stem could lead to focal injury such as brain contusion and laceration. Moreover, the impact injury of A pillar was more serious than that of B pillar, which was consistent with the traffic injury statistics that the head injury in oblique side collisions was more serious than that of vertical side collisions. Therefore, the interior parts of A pillar should be designed to absorb more energy than those of B pillar under the same conditions. In addition, the severity of brain injury is more sensitive to the variation of the horizontal angle than that of the vertical angle. Both the peak values of the occipital fossa pressure in effect simulations of the horizontal and vertical angles were three to four times of the peak values of the forehead pressure. When the impact horizontal angle was up to 255[Formula: see text], or the vertical angle was up to 45[Formula: see text], the head HIC(d) values would be up to 1320.45 and 1101.06, respectively, which indicated a AIS 3[Formula: see text] injury risk of the head.

An investigation of dimensional scaling using cervical spine motion segment finite element models

The paucity of experimental data for validating computational models of different statures underscores the need for appropriate scaling methods so that models can be verified and validated using experimental data. Scaling was investigated using 50th percentile male (M50) and 5th percentile female (F05) cervical spine motion segment (C4-C5) finite element models subject to tension, flexion, and extension loading. Two approaches were undertaken: geometric scaling of the models to investigate size effects (volumetric scaling) and scaling of the force-displacement or moment-angle model results (data scaling). Three sets of scale factors were considered: global (body mass), regional (neck dimensions), and local (segment tissue dimensions). Volumetric scaling of the segment models from M50 to F05, and vice versa, produced correlations that were good or excellent in both tension and flexion (0.825-0.991); however, less agreement was found in extension (0.550-0.569). The reduced correlation in extension was attributed to variations in shape between the models leading to nonlinear effects such as different time to contact for the facet joints and posterior processes. Data scaling of the responses between the M50 and F05 models produced similar trends to volumetric scaling, with marginally greater correlations. Overall, the local tissue level and neck region level scale factors produced better correlations than the traditional global scaling. The scaling methods work well for a given subject, but are limited in applicability between subjects with different morphology, where nonlinear effects may dominate the response.

Evaluation of biofidelity of THUMS pedestrian model under a whole-body impact conditions with a generic sedan buck

OBJECTIVE

The goal of this study was to evaluate the biofidelity of the Total Human Model for Safety (THUMS; Ver. 4.01) pedestrian finite element models (PFEM) in a whole-body pedestrian impact condition using a well-characterized generic pedestrian buck model.

METHODS

The biofidelity of THUMS PFEM was evaluated with respect to data from 3 full-scale postmortem human subject (PMHS) pedestrian impact tests, in which a pedestrian buck laterally struck the subjects using a pedestrian buck at 40 km/h. The pedestrian model was scaled to match the anthropometry of the target subjects and then positioned to match the pre-impact postures of the target subjects based on the 3-dimensional motion tracking data obtained during the experiments. An objective rating method was employed to quantitatively evaluate the correlation between the responses of the models and the PMHS. Injuries in the models were predicted both probabilistically and deterministically using empirical injury risk functions and strain measures, respectively, and compared with those of the target PMHS.

RESULTS

In general, the model exhibited biofidelic kinematic responses (in the Y-Z plane) regarding trajectories (International Organization for Standardization [ISO] ratings: Y = 0.90 ± 0.11, Z = 0.89 ± 0.09), linear resultant velocities (ISO ratings: 0.83 ± 0.07), accelerations (ISO ratings: Y = 0.58 ± 0.11, Z = 0.52 ± 0.12), and angular velocities (ISO ratings: X = 0.48 ± 0.13) but exhibited stiffer leg responses and delayed head responses compared to those of the PMHS. This indicates potential biofidelity issues with the PFEM for regions below the knee and in the neck. The model also demonstrated comparable reaction forces at the buck front-end regions to those from the PMHS tests. The PFEM generally predicted the injuries that the PMHS sustained but overestimated injuries in the ankle and leg regions.

CONCLUSIONS

Based on the data considered, the THUMS PFEM was considered to be biofidelic for this pedestrian impact condition and vehicle. Given the capability of the model to reproduce biomechanical responses, it shows potential as a valuable tool for developing novel pedestrian safety systems.

Lumbar vertebrae fracture injury risk in finite element reconstruction of CIREN and NASS frontal motor vehicle crashes

INTRODUCTION

The objective of this study was to reconstruct 4 real-world motor vehicle crashes (MVCs), 2 with lumbar vertebral fractures and 2 without vertebral fractures in order to elucidate the MVC and/or restraint variables that increase this injury risk.

METHODS

A finite element (FE) simplified vehicle model (SVM) was used in conjunction with a previously developed semi-automated tuning method to arrive at 4 SVMs that were tuned to mimic frontal crash responses of a 2006 Chevrolet Cobalt, 2012 Ford Escape, 2007 Hummer H3, and 2002 Chevrolet Cavalier. Real-world crashes in the first 2 vehicles resulted in lumbar vertebrae fractures, whereas the latter 2 did not. Once each SVM was tuned to its corresponding vehicle, the Total HUman Model for Safety (THUMS) v4.01 was positioned in 120 precrash configurations in each SVM by varying 5 parameters using a Latin hypercube design (LHD) of experiments: seat track position, seatback angle, steering column angle, steering column telescoping position, and d-ring height. For each case, the event data recorder (EDR) crash pulse was used to apply kinematic boundary conditions to the model. By analyzing cross-sectional vertebral loads, vertebral bending moments, and maximum principal strain and stress in both cortical and trabecular bone, injury metric response as a function of posture and restraint parameters was computed.

RESULTS

Tuning the SVM to specific vehicle models produced close matches between the simulated and experimental crash test responses for head, T6, and pelvis resultant acceleration; left and right femur loads; and shoulder and lap belt loads. Though vertebral load in the THUMS simulations was highly similar between injury cases and noninjury cases, the amount of bending moment was much higher for the injury cases. Seatback angle had a large effect on the maximum compressive load and bending moment in the lumbar spine, indicating the upward tilt of the seat pan in conjunction with precrash positioning may increase the likelihood of suffering lumbar injury even in frontal, planar MVCs.

CONCLUSION

In conclusion, precrash positioning has a large effect on lumbar injury metrics. The lack of lumbar injury criteria in regulatory crash tests may have led to inadvertent design of seat pans that work to apply axial force to the spinal column during frontal crashes.

Finite element comparison of human and Hybrid III responses in a frontal impact

The improvement of finite element (FE) Human Body Models (HBMs) has made them valuable tools for investigating restraint interactions compared to anthropomorphic test devices (ATDs). The objective of this study was to evaluate the effect of various combinations of safety restraint systems on the sensitivity of thoracic injury criteria using matched ATD and Human Body Model (HBM) simulations at two crash severities. A total of seven (7) variables were investigated: 3-point belt with two (2) load limits, frontal airbag, knee bolster airbag, a buckle pretensioner, and two (2) delta-v's - 40kph and 50kph. Twenty four (24) simulations were conducted for the Hybrid III ATD FE model and repeated with a validated HBM for 48 total simulations. Metrics tested in these conditions included sternum deflection, chest acceleration, chest excursion, Viscous Criteria (V*C) criteria, pelvis acceleration, pelvis excursion, and femur forces. Additionally, chest band deflection and rib strain distribution were measured in the HBM for additional restraint condition discrimination. The addition of a frontal airbag had the largest effect on the occupant chest metrics with an increase in chest compression and acceleration but a decrease in excursion. While the THUMS and Hybrid III occupants demonstrated the same trend in the chest compression measurements, there were conflicting results in the V*C, acceleration, and displacement metrics. Similarly, the knee bolster airbag had the largest effect on the pelvis with a decrease in acceleration and excursion. With a knee bolster airbag the simulated occupants gave conflicting results, the THUMS had a decrease in femur force and the ATD had an increase. Preferential use of dummies or HBM's is not debated; however, this study highlights the ability of HBM metrics to capture additional chest response metrics.

Age- and sex-specific thorax finite element model development and simulation

OBJECTIVE

The shape, size, bone density, and cortical thickness of the thoracic skeleton vary significantly with age and sex, which can affect the injury tolerance, especially in at-risk populations such as the elderly. Computational modeling has emerged as a powerful and versatile tool to assess injury risk. However, current computational models only represent certain ages and sexes in the population. The purpose of this study was to morph an existing finite element (FE) model of the thorax to depict thorax morphology for males and females of ages 30 and 70 years old (YO) and to investigate the effect on injury risk.

METHODS

Age- and sex-specific FE models were developed using thin-plate spline interpolation. In order to execute the thin-plate spline interpolation, homologous landmarks on the reference, target, and FE model are required. An image segmentation and registration algorithm was used to collect homologous rib and sternum landmark data from males and females aged 0-100 years. The Generalized Procrustes Analysis was applied to the homologous landmark data to quantify age- and sex-specific isolated shape changes in the thorax. The Global Human Body Models Consortium (GHBMC) 50th percentile male occupant model was morphed to create age- and sex-specific thoracic shape change models (scaled to a 50th percentile male size). To evaluate the thoracic response, 2 loading cases (frontal hub impact and lateral impact) were simulated to assess the importance of geometric and material property changes with age and sex.

RESULTS

Due to the geometric and material property changes with age and sex, there were observed differences in the response of the thorax in both the frontal and lateral impacts. Material property changes alone had little to no effect on the maximum thoracic force or the maximum percent compression. With age, the thorax becomes stiffer due to superior rotation of the ribs, which can result in increased bone strain that can increase the risk of fracture. For the 70-YO models, the simulations predicted a higher number of rib fractures in comparison to the 30-YO models. The male models experienced more superior rotation of the ribs in comparison to the female models, which resulted in a higher number of rib fractures for the males.

CONCLUSION

In this study, age- and sex-specific thoracic models were developed and the biomechanical response was studied using frontal and lateral impact simulations. The development of these age- and sex-specific FE models of the thorax will lead to an improved understanding of the complex relationship between thoracic geometry, age, sex, and injury risk.

The Contribution of Pre-impact Posture on Restrained Occupant Finite Element Model Response in Frontal Impact

OBJECTIVE

The objective of this study was to discuss the influence of the pre-impact posture to the response of a finite element human body model (HBM) in frontal impacts.

METHODS

This study uses previously published cadaveric tests (PMHS), which measured six realistic pre-impact postures. Seven postured models were created from the THUMS occupant model (v4.0): one matching the standard UMTRI driving posture as it was the target posture in the experiments, and six matching the measured pre-impact postures. The same measurements as those obtained during the cadaveric tests were calculated from the simulations, and biofidelity metrics based on signals correlation (CORA) were established to compare the response of the seven models to the experiments.

RESULTS

The HBM responses showed good agreement with the PMHS responses for the reaction forces (CORA = 0.80 ± 0.05) and the kinematics of the lower part of the torso but only fair correlation was found with the head, the upper spine, rib strains (CORA= 0.50 ± 0.05) and chest deflections (CORA = 0.67 ± 0.08). All models sustained rib fractures, sternal fracture and clavicle fracture. The average number of rib fractures for all the models was 5.3 ± 1.0, lower than in the experiments (10.8 ± 9.0). Variation in pre-impact posture greatly altered the time histories of the reaction forces, deflections and the rib strains, mainly in terms of time delay, but no definite improvement in HBM response or injury prediction was observed. By modifying only the posture of the HBM, the variability in the impact response was found to be equivalent to that observed in the experiments. The postured HBM sustained from 4 to 8 rib fractures, confirming that the pre-impact posture influenced the injury outcome predicted by the simulation.

CONCLUSIONS

This study tries to answer an important question: what is the effect of occupant posture on kinematics and kinetics. Significant differences in kinematics observed between HBM and PMHS suggesting more coupling between the pelvis and the spine for the models which makes the model response very sensitive to any variation in the spine posture. Consequently, the findings observed for the HBM cannot be extended to PMHS. Besides, pre-impact posture should be carefully quantified during experiments and the evaluation of HBM should take into account the variation in the predicted impact response due to the variation in the model posture.

Driver Injury Risk Variability in Finite Element Reconstructions of Crash Injury Research and Engineering Network (CIREN) Frontal Motor Vehicle Crashes

OBJECTIVE

A 3-phase real-world motor vehicle crash (MVC) reconstruction method was developed to analyze injury variability as a function of precrash occupant position for 2 full-frontal Crash Injury Research and Engineering Network (CIREN) cases.

METHOD

Phase I: A finite element (FE) simplified vehicle model (SVM) was developed and tuned to mimic the frontal crash characteristics of the CIREN case vehicle (Camry or Cobalt) using frontal New Car Assessment Program (NCAP) crash test data. Phase II: The Toyota HUman Model for Safety (THUMS) v4.01 was positioned in 120 precrash configurations per case within the SVM. Five occupant positioning variables were varied using a Latin hypercube design of experiments: seat track position, seat back angle, D-ring height, steering column angle, and steering column telescoping position. An additional baseline simulation was performed that aimed to match the precrash occupant position documented in CIREN for each case. Phase III: FE simulations were then performed using kinematic boundary conditions from each vehicle's event data recorder (EDR). HIC15, combined thoracic index (CTI), femur forces, and strain-based injury metrics in the lung and lumbar vertebrae were evaluated to predict injury.

RESULTS

Tuning the SVM to specific vehicle models resulted in close matches between simulated and test injury metric data, allowing the tuned SVM to be used in each case reconstruction with EDR-derived boundary conditions. Simulations with the most rearward seats and reclined seat backs had the greatest HIC15, head injury risk, CTI, and chest injury risk. Calculated injury risks for the head, chest, and femur closely correlated to the CIREN occupant injury patterns. CTI in the Camry case yielded a 54% probability of Abbreviated Injury Scale (AIS) 2+ chest injury in the baseline case simulation and ranged from 34 to 88% (mean = 61%) risk in the least and most dangerous occupant positions. The greater than 50% probability was consistent with the case occupant's AIS 2 hemomediastinum. Stress-based metrics were used to predict injury to the lower leg of the Camry case occupant. The regional-level injury metrics evaluated for the Cobalt case occupant indicated a low risk of injury; however, strain-based injury metrics better predicted pulmonary contusion. Approximately 49% of the Cobalt occupant's left lung was contused, though the baseline simulation predicted 40.5% of the lung to be injured.

CONCLUSIONS

A method to compute injury metrics and risks as functions of precrash occupant position was developed and applied to 2 CIREN MVC FE reconstructions. The reconstruction process allows for quantification of the sensitivity and uncertainty of the injury risk predictions based on occupant position to further understand important factors that lead to more severe MVC injuries.

The Contribution of Pre-impact Spine Posture on Human Body Model Response in Whole-body Side Impact

The objective of the study was to analyze independently the contribution of pre-impact spine posture on impact response by subjecting a finite element human body model (HBM) to whole-body, lateral impacts. Seven postured models were created from the original HBM: one matching the standard driving posture and six matching pre-impact posture measured for each of six subjects tested in previously published experiments. The same measurements as those obtained during the experiments were calculated from the simulations, and biofidelity metrics based on signals correlation were established to compare the response of HBM to that of the cadavers. HBM responses showed good correlation with the subject response for the reaction forces, the rib strain (correlation score=0.8) and the overall kinematics. The pre-impact posture was found to greatly alter the reaction forces, deflections and the strain time histories mainly in terms of time delay. By modifying only the posture of HBM, the variability in the impact response was found to be equivalent to that observed in the experiments performed with cadavers with different anthropometries. The patterns observed in the responses of the postured HBM indicate that the inclination of the spine in the frontal plane plays a major role. The postured HBM sustained from 2 to 5 bone fractures, including the scapula in some cases, confirming that the pre-impact posture influences the injury outcome predicted by the simulation.

Application of Radial Basis Function Methods in the Development of a 95th Percentile Male Seated FEA Model

Human body finite element models (FEMs) are a valuable tool in the study of injury biomechanics. However, the traditional model development process can be time-consuming. Scaling and morphing an existing FEM is an attractive alternative for generating morphologically distinct models for further study. The objective of this work is to use a radial basis function to morph the Global Human Body Models Consortium (GHBMC) average male model (M50) to the body habitus of a 95th percentile male (M95) and to perform validation tests on the resulting model. The GHBMC M50 model (v. 4.3) was created using anthropometric and imaging data from a living subject representing a 50th percentile male. A similar dataset was collected from a 95th percentile male (22,067 total images) and was used in the morphing process. Homologous landmarks on the reference (M50) and target (M95) geometries, with the existing FE node locations (M50 model), were inputs to the morphing algorithm. The radial basis function was applied to morph the FE model. The model represented a mass of 103.3 kg and contained 2.2 million elements with 1.3 million nodes. Simulations of the M95 in seven loading scenarios were presented ranging from a chest pendulum impact to a lateral sled test. The morphed model matched anthropometric data to within a rootmean square difference of 4.4% while maintaining element quality commensurate to the M50 model and matching other anatomical ranges and targets. The simulation validation data matched experimental data well in most cases.