Browse Topic: Neck

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Passenger Injury Analysis Considering Vehicle Crash after AEB Activation2019-22-00233/31/2020
Owing to an increasing autonomous emergency braking (AEB) adoption, emergency braking before crash occurs more often than in the case of conventional vehicles. Due to the sudden deceleration in AEB activation, passengers move forward before the crash. To explore how this forward movement affects passenger injury, sled tests are performed with an inclined dummy representing forward displacement. The test shows that a shorter distance between the airbag and passenger results in bigger neck injuries induced by airbag deployment force. A countermeasure is suggested to prevent neck injury in emergency braking situation by reducing deployment force and protrusion.
Ko, Seokhoon, Jeong, Garam, Kim, Dohyung, Park, Haekwon, Lee, Kyusang, Jang, Raeick
Blood Test Detects Multiple Types of CancerTBMG-361763/1/2020
A new blood test uses next-generation sequencing technology to probe DNA for tiny chemical tags (methylation) that influence whether genes are active or inactive. When applied to nearly 3,600 blood samples — some from patients with cancer and some from people who had not been diagnosed with cancer at the time of the blood draw — the test successfully picked up a cancer signal from the cancer patient samples and correctly identified the tissue from where the cancer began (the tissue of origin). The test’s specificity — its ability to return a positive result only when cancer is actually present — was high, as was its ability to pinpoint the organ or tissue of origin.
Head Support Concept to Mitigate Neck Injury for Children Installed Forward Facing in Vehicles2019-36-01061/13/2020
The slender neck of a 3-year-old child can be serious injured or even lead to child’s death when loaded under frontal impact by the proportionately larger and heavier head. Accordingly with medical recommendations based on latest studies, a 3-year-old child is safer when installed in a rear-facing child seat, but this configuration is not feasible for some vehicles with limited rear space such as superminis, small MPVs and pick-ups when front seats are occupied. This study aims to explore the potential of neck tension (Fz) reduction in 3-year-old dummy installed forward-facing when subjected to three head static restraints (head strap, head support, cervical collar) as well as an overhead shield car seat in order to identify solutions for a device to avoid or mitigate neck injuries. To simulate frontal impacts, a 3-year-old dummy from Q series was installed on a reinforced vehicle body fixed on a sled test equipment where the United Nations R129 pulse was applied. Both head strap and head support were not able to reduce neck tension due to the high Q3 dummy’s torso displacement up to the child seat straps and were broken or released from child seat prior restraining head movement. Furthermore, parents would not be motivated to install head restraints daily because each device requires a specific adjustment for each child or journey. The overhead shield car seat was not able to reduce neck tension because the position of shield allows a large head displacement. The cervical collar offered a good resistance to the neck moment, reducing the head angular velocity and consequently reducing neck tension (Fz). This concept can be easily developed as a shoulder strap positioner requiring only a single action when installing the child and meeting United Nations R129 criteria to remove the child before buckle releasing.
Ribeiro, Rodrigo da Silva, De Arruda, Antonio Celso Fonseca
Influence of DISH, Ankylosis, Spondylosis and Osteophytes on Serious-to-Fatal Spinal Fractures and Cord Injury in Rear Impacts2019-01-10284/2/2019
Seats have become stronger over the past two decades and remain more upright in rear impacts. While head restraints are higher and more forward providing support for the head and neck, serious-to-fatal injuries to the thoracic and cervical spine have been seen in occupants with spinal disorders, such as DISH (diffuse idiopathic skeletal hyperostosis), ankylosis, spondylosis and/or osteophytes that ossify the joints in the spine. This case study addresses the influence of spinal disorders on fracture-dislocation and spinal cord injury in rear impacts with relatively upright seats. Nineteen field accidents were investigated where serious-to-fatal injuries of the thoracic and cervical spine occurred with the seat remaining upright or slightly reclined. The occupants were lap-shoulder belted, some with belt pretensioning and cinching latch plate. The occupants were older and had pre-existing disorders of the spine, including DISH, ankylosis, spondylosis and/or osteophytes that ossify the spinal joints. The crashes were summarized and the mechanism for injury was analyzed. The 19 cases involved fracture-dislocation and spinal cord injury at areas of the spine where DISH, ankylosis, spondylosis and/or osteophytes ossified the intervertebral soft tissues causing stiff and brittle joints that were vulnerable to fracture-dislocation by straightening of the spine. Published sled tests at 40 km/h (25 mph) with the 50th Hybrid III showed that peak chest acceleration was 13.5 ± 2.4 g (n=7) and head acceleration was 26.0 ± 12.0 g (n=8). Sled testing at 16 km/h (10 mph) with the BioRID IIg involved T1 x-accelerations of 12.6 ± 2.4 g (n=12) and head x-accelerations of 10.1 ± 0.2 g (n=12). These levels of acceleration are sufficient to fracture the calcified spine of the older occupants without ramping or moving off the support from the seatback and head restraint. A new injury mechanism for spinal fracture-dislocation is described in older occupants with spinal disorders. The occupant remains supported by the relatively upright seatback and high and forward head restraint. The accelerations that bring the occupant up to the delta V are sufficient to fracture-dislocate the calcified spine that tries to straighten in the crash.
Viano, David, Parenteau, Chantal, White, Samuel
Head and Neck Loading Conditions over a Decade of IIHS Rear Impact Seat Testing2019-01-12274/2/2019
Rear-end impacts are the most common crash scenario in the United States. Although automated vehicle (AV) technologies, such as frontal crash warning (FCW) and automatic emergency braking (AEB), are mitigating and preventing rear-end impacts, the technology is only gradually being introduced and currently has only limited effectiveness. Accordingly, there is a need to evaluate the current state of passive safety technologies, including the performance of seatbacks and head restraints. The objective of this study was to examine trends in head and neck loading during rear impact testing in new vehicle models over the prior decade. Data from 601 simulated rear impact sled tests (model years 2004 to 2018) conducted as a part of the Insurance Institute for Highway Safety (IIHS) Vehicle Seat/Head Restraint Evaluation Protocol were obtained. This dynamic evaluation involves a simulated rear-end crash using a Biofidelic Rear Impact (BioRID IIg) ATD positioned in the seat attached to a crash simulation sled and accelerated to represent a rear crash with a delta-V of approximately 15.6 kph (15.6 ± 0.26 kph). Head and neck injury metrics were calculated for all tests to evaluate trends in the test ATD responses across model years. Reductions in HIC 15, Nij, and upper neck tensile forces were observed across all model years. Nkm, upper neck flexion moments, extension moments, and shear forces were found to show little or no change by model year. Reductions in time to initial contact with the head restraint were observed and likely contributed to reduced head accelerations and neck tensile forces. Given the anticipated persistence of rear-end impacts and potential changes to the vehicle interior layout with improving AV technology, the data should be considered by designers, researchers, and evaluators looking to project future crash and injury rates in rear-end impacts.
Scanlon, John M., Isaacs, Jessica, Garman, Christina
Occupant Kinematics and Loading in Low Speed Lateral Impacts2019-01-10274/2/2019
Instrumented human subject and anthropomorphic test device (ATD) responses to low speed lateral impacts were investigated. A series of 12 lateral collisions at various impact angles were conducted, 6 near-side and 6 far-side, with each test using an ATD and one human subject. Two restrained female subjects were utilized, with one positioned in the driver seat and one in the left rear seat. Each subject was exposed to 3 near-side and 3 far-side impacts. The restrained ATD was utilized in both the driver and left rear seats, undergoing 3 near-side and 3 far-side impacts in each position. The vehicle center of gravity (CG) change in velocity (delta-V) ranged from 5.5 to 9.4 km/h (3.4 to 5.8 mph). Video analysis was used for quantification and comparison of the human and ATD motions and interactions with interior vehicle structures. Human head, thorax, and low back accelerations were analyzed. Peak human subject head resultant accelerations ranged from 0.9 to 36.8 g’s. Peak human subject thorax and low back lateral accelerations ranged from 1.0 to 17.1 g’s and 1.3 to 12.7 g’s, respectively. The ATD was instrumented with various sensors, including a tri-axial head accelerometer and 6-axis load cells in the upper neck, lower neck, and lumbar spine. Peak ATD head resultant accelerations ranged from 3.6 to 33.5 g’s. Peak ATD upper and lower neck compression ranged from -47.4 to -991.5 N and -52.1 to -740.6 N, respectively. Peak ATD lumbar compression ranged from -72.3 to -402.1 N. Cervical and lumbar shear loading and moments are also reported.
Furbish, Christopher, Welcher, Judson, Brink, Justin, Jones, Brian, Swinford, Scott, Anderson, Robert
The Swedish Word for AV Tech19AVEP03_083/1/2019
Veoneer, a new Tier 1 supplier with well-established roots, is moving rapidly into AI, says veteran research boss Ola Boström. The first automotive camera with built-in Deep Learning-considered to be a significant step forward in autonomous-vehicle sensor technology-is due to launch this year. It was developed and will be manufactured by a Tier 1 whose name is still seeking broader recognition in the industry. “What is a…Veoneer?” asked an engineer waiting in the taxi line at this year's CES, when a monorail train wrapped with the company's logo flashed past above. Building brand cred among countless other spin-offs and tech start-ups who are clawing for visibility takes time, of course, even for the independent, publicly-traded Swedish company with 8,600 employees, formerly known as Autoliv's Electronics segment.
Brooke, Lindsay
Comparative Responses of the PIPER 6YO Human Body Model and the Q6 ATD for Simulated Frontal and Lateral ImpactsSC18-22-000611/12/2018
Abstract - Adult and pediatric human body models have focused on developing accurate representation of the human body in terms of anthropometry and kinetics/kinematics in correlation with published PMHS (Post-Mortem Human Subjects) data. This study focuses on comparing the PIPER 6-year-old human body finite element (FE) model with a Q6 FE model to generate comparable metrics. The FE models were simulated in a vehicle environment by positioning them on two different child booster seats with a 3-point lap-shoulder belt for frontal and lateral impacts. The overall kinematic response (head excursion) of the PIPER human body model (HBM) mimics the behavior of the Q6 ATD. However, there is a significant difference in the NIJ values between the PIPER HBM and Q6 ATD (minimum reduction of 67% in PIPER HBM). The head-neck complex of the PIPER is seen to be more flexible (minimum reduction of 12% in neck forces and 64% in neck moments) as compared to the Q6.
Sarfare, Shreyas, Maheshwari, Jalaj, Duong, Nhat, Belwadi, Aditya
Development of Component Level Transfer Equations of Simplified Human and ATD Occupant Models09-06-01-00056/5/2018
Safety systems have historically been evaluated with anthropomorphic test devices for research, development, or regulatory concerns. Human body models are another avenue for use in the investigation of occupant safety. In this study, transfer equations are developed to quantify the response of a human model (Global Human Body Models Consortium average male simplified model) and dummy model (Hybrid-III) in equivalent environments. Environments were selected based on certification test setups used for the Hybrid III ATD as well as a basic frontal sled environment. The tests include a head drop, neck flexion/extension, and chest and knee impacts. Furthermore, models were positioned within a simplified occupant interior for sled tests. In all, 30 matched pair simulations were run, 60 in total. Peak metrics between human and anthropomorphic test device models showed strong linear correlation in component testing however, as the complexity of the simulations increased, agreement tended to decrease. Kinematic data are also presented and they trend similarly between human and anthropomorphic test device models however they exhibit different timing and peaks. Within the range tested, the developed transfer equations can be used to estimate performance of one model if data from the other is available. Furthermore, the evaluation of risk for these equivalent impacts is provided for HIC-15, max chest deflections and femur forces aggregated across all tests. Over the range tested, equivalent impacts result in roughly equivalent risk levels with the exception of the femur, which resulted in higher forces in the Hybrid III and thus predicted higher risk.
Guleyupoglu, Berkan, Koya, Bharath, Gayzik, Francis Scott
Therapeutic Gel Shows Promise Against Cancerous TumorsTBMG-289155/1/2018
Scientists at the UNC School of Medicine and NC State have created an injectable gel-like scaffold that can hold combination chemo-immunotherapeutic drugs and deliver them locally to tumors in a sequential manner. The results in animal models so far suggest this approach could one day ramp up therapeutic benefits for patients bearing tumors or after removal of the primary tumors.
Estimation of Injury Risk of the Cervical Spine of Car Occupants after Emergency Braking2018-01-05414/3/2018
This study deals with the question whether or not a “braking with maximum deceleration” represents a specific physical load situation for the occupants of a car. For this purpose, a literature study was performed to determine the relevance of symptoms concerning whiplash-associated disorders (WAD) of car occupants who were involved in traffic accidents with low accident severity. Additionally, test drives with full braking cars were conducted to determine the load situation of the neck for human test persons. Dummies were used too, which were equipped with measuring components at the head and thorax to identify the effective acceleration/deceleration and to compare these values to scientific approved characteristic deceleration values and to the existing neck injury criteria. Finally, the likelihood of occurrence of symptoms in terms of a neck injury was evaluated from the medical and biomechanical point of view. The study shows that there is basically no risk for the occurrence of neck injuries and neck pain (whiplash disorders) for car occupants who experienced a full braking maneuver. This applies for the specific individual measured data of the test subjects compared to the known maximum load from the literature. But the authors of the study have to point out that special individual psychological and physiological frame conditions can lead to symptoms in terms of minor whiplash associated disorders like muscle tension symptoms.
Otte, Dietmar, Facius lng, Thorsten, Johannsen, Heiko, Hüfner, Tobias
Using Shoulder Bolster and Knee Bolster to Achieve Protection Effect Comparable to Seatbelt and Airbag2018-01-11704/3/2018
Seatbelt and airbags provide effective occupant restraint, but are also potential to induce intrusive deformation and submarining injuries in motor vehicle crashes. To address these issues, this study puts forward a new restraint concept that applies restraint loads on shoulders and knees/femurs, i.e., the sturdiest regions of human body, via a combined use of shoulder bolster and knee bolster based on biomechanical computational analysis. The load characteristics of the two bolsters were optimized to obtain protection effectiveness superior to conventional use of seatbelt and airbag. Occupant kinematics and kinetics were taken into account, including the excursions of head, shoulders and knees, the accelerations of head and chest, and the compressions of thorax on several locations on the ribcage. The injury risk of rib fractures was monitored based on the strain levels of ribcage. Results show that applying adaptive restraint loads on the sturdy regions of human body using shoulder bolster and knee bolster can ensure reasonable kinematical motion and acceptable injury levels of occupant, and can also avoid intrusive deformations in thorax and abdomen as well as airbag hazards. The protection effect of shoulder bolster and knee bolster is comparable or superior to that of using seatbelt and airbag. To achieve a balance of comfort and safety in autonomous driving environment, the system will be activated only when collision is sensed unavoidable.
Huang, Yuan, Zhou, Qing, Ji, Peijun, Nie, Bingbing
User’s Guide for the Six Month Old Infant Dummy (CRABI)J2854_201711 (Current)11/8/2017
The CRABI dummy was developed to evaluate small child restraint systems in automotive crash environments, in all directions of impact, with or without air bag interaction Basic anthropometry for this test device was taken from the University of Michigan Transportation Research Institute Report 85-23. Weight distribution and scaling methods for the infant were approved by the Society of Automotive (SAE) Infant Dummy Task Group. The dummy weighs 17.2 pounds and has a 26.4 inches standing or 17.3 inches sitting height. The Hybrid Ill-like neck and lumbar spine are laterally notched to reduce lateral stiffness The shoulders have flesh support for durability and human-like performance in areas where seatbelt webbing may be placed. In addition, rubber elements are used in each joint to improve biofidelity and to give the CRABI infant-like range of motion. The CRABI Six-Month-Old design meets all the SAE Infant Dummy Task Group anthropometry, biomechanical and instrumentation requirements. The instrumentation design incorporates three 6-channel load cells to provide load measurements at the C1, C7 and L5 vertebrae locations. Accelerometers are used to measure head, chest and pelvic acceleration and head angular acceleration. All instrumentation is easily accessed
Dummy Testing and Equipment Committee
Potential Effects of Friction on Injury Measures Computed in Aircraft Seat HIC Analysis Testing2017-01-20549/19/2017
Aircraft seating systems are evaluated utilizing a variety of impact conditions and select injury measures. Injury measures like the Head Injury Criterion (HIC) are evaluated under standardized conditions using anthropomorphic test devices such as those outlined in 14 CFR part 25. An example test involves decelerating one or more rows of seats and allowing a lap-belted ATD to engage components in front of it, which typically include the seatback and its integrated features. Examples of head contact surfaces include video monitors, various plastic and composite fascia, and a wide range of seat back materials. The HIC, and other injury measures such as Nij, can be calculated during such impacts. It has been shown in other safety applications that the friction between a headform and contact surface can affect the test results. A series of finite element simulations of a frontal deceleration pulse with a generalized aircraft seat was performed to determine the variation in HIC and Nij observed based on various friction characteristics between the ATD and select seat components. The results indicate that the level of friction on the test device headform can influence the ability to pass the HIC analysis test. Of particular interest is the change in response due to the use of friction characteristics representative of human skin compared with ATD skin.
Friedman, K, Mattos, G, Bui, K, Hutchinson, J, Jafri, A, Paver, J
Pilot Head and Neck Response to Helicopter Whole Body Vibration and Head-Supported MassF-0073-2017-120445/9/2017
ABSTRACT Given the prevalence and severity of neck pain among helicopter pilots, the effects of helicopter whole body vibration (WBV) and pilot head-supported mass (HSM) on neck muscle strain and fatigue need to be understood to establish effective mitigating solutions and/or countermeasure protocols. The present study provides a preliminary assessment of pilot head and neck responses under different WBV conditions (i.e. Engines Off, Ground Idle, Hover, and Cruise) and HSM conditions (i.e. Helmet-only, Helmet+NVG) during flight operations on a Bell 412 helicopter. For both pilots, average neck electromyography (EMG) amplitudes were highest during the maximum WBV condition (Cruise) and the maximum HSM condition (Helmet+NVG). This indicates that helicopter WBV and HSM conditions jointly contribute to higher neck muscle loading, which may coincide with elevated neck muscle discomfort, strain, and fatigue. Therefore, effective mitigating solutions (e.g. vibration exposure limits, operational guidelines) must account for the combined effects of WBV and HSM to reduce or prevent neck pain among helicopter pilots.
Law, Andrew, E., Heather, Keillor, Jocelyn, Wickramasinghe, Viresh
Spinal Stimulator Improves Finger ControlTBMG-262961/30/2017
Scientists from UCLA (Los Angeles, CA) have tested a spinal stimulator that boosts finger control. The electrical stimulation increased a patient's grip strength up to 300 percent, according to the researchers.
Small Occupant Neck Injury Biomechanics in Frontal Crash: A Study to Address the Variation in Restraint Performance with a Conventional 3-Point Single Loop Belt System2017-26-00031/10/2017
The seatbelt is the primary restraint device that increases the level of occupant protection in a frontal crash. The belt performance is enhanced by the supplemental restraint provided by the airbag; seat and knee bolster working in combination with this primary restraining device. Small occupants are vulnerable to upper neck injuries when seated very close to the steering wheel. A lot of research and data availability for this situation ultimately led to the development of countermeasures capable of reducing upper neck loading. However, no data or research is available on the lower neck dynamic response of a small occupant primarily a 5th percentile female seated away from the steering wheel. MADYMO (Mathematical Dynamic Modeling), a biodynamic code is employed to validate a standard NHTSA (National Highway Traffic Safety Administration) frontal impact rigid barrier test with a 5th percentile ATD (Anthropomorphic Test Device) in the driver position. This validated model is utilized to understand the effect of the chest to steering wheel distance on the lower neck flexion values. This study demonstrates that with the conventional seatbelt system the occupant protection performance changes with a change in the chest to steering distance. Sensitivity analysis is employed to identify the most significant factor dictating the small occupant’s lower neck biomechanics. The study shows that with an increase in distance between the chest to steering wheel, the lower neck flexion moment increase for a 5th percentile female when restrained by a conventional single loop seatbelt system. Analytical method in conjunction with computational simulations is used to explain the data trend.
Thorbole, Chandrashekhar
Testing Mobile Aircrew Restraint Systems in a Full-Scale CH-46 Airframe Crash Test - Exploring the LimitsF-0072-2016-114175/17/2016
The second of two full-scale crash tests of USMC CH-46 helicopter airframes was conducted at NASA-Langley Research Center. One of the internal experiments was an expanded assessment of a mobile aircrew restraint system (MARS) coupled with the Aircrew Endurance vest. Two Hybrid III Pedestrian Anthropomorphic Test Devices (ATDs) were positioned in a standing position, just aft of the crew door. On the port side, the ATD was positioned substantially close to structure on the aft side of the cockpit bulkhead with the objective to determine if the MARS could prevent contact between the ATD and structure. On the starboard side, the ATD was positioned underneath and inboard of the respective MARS reel and oriented to be aft-facing. The objective of both configurations was to assess the ability of the MARS to restrain occupants in challenging conditions and to limit injury potential. For the conditions evaluated, both MARS performed better than the gunner's belt results of the first CH-46 airframe crash test (Reference 1). This second crash test did illuminate a neck injury criterion exceedance for the port ATD that is likely caused by a non-standard helmet attachment to the ATD, but should be further investigated in a laboratory.
Bark, Lindley
A Proposal of Dummy Neck Certification Test2016-01-04054/5/2016
Crash Test Dummies are the very important tools to evaluate the vehicle safety performance. In order to ensure the dummy performance during the crash tests, the dummy components need to be certificated. In the neck certification procedure, the head angle is the most important parameter, which is the head rotation respect to the neck base. To get the head angle, couples of rotary potentiometers should be mounted either on the calibration fixture or on the dummy head. The rotation is then calculated from those potentiometer readings. There are two potentiometers mounted in the Hybrid III family dummies, while three potentiometers mounted in ES2, ES-2re, SID-IIs, and WorldSid 50th dummies. In the certification, maximum head angle and time occurred should be within certain ranges in the Hybrid III family dummies while for the ES2 and WorldSid 50th dummies, not only the maximum head angle, but also the other angles and their timings should meet the requirements. It is very difficult to get all of them in the test corridors, sometimes needs couple of testing days. In many cases the maximum head angle is in the corridor while the others are not. The purpose of mounting rotary potentiometers is to obtain the head angle and it is not necessary to bring all the angles into the specifications. In this paper the dummy neck certification procedures and head angle calculation are discussed. A proposal is made for the ES2 and WorldSid 50th dummies to remove the individual maximum angles and remain the head angle in the specification.
Wei, Fupin, Xu, Li, Cao, Chen, Zhao, Youmei
Optimization of Seatbelt Anchorage Mount Locations for Occupant Injury Reduction in Frontal Crash2016-28-02512/1/2016
In the event of a frontal car crash, occupant sitting in a car meets various types of injuries like Head injury, Chest compression, Neck injury etc. These injuries may lead to the death of an occupant if exceeded beyond biomechanical limits. Seat belt is a primary restraint system, which when worn controls the motion of occupant sitting inside the car during the event of a car crash. An Anchorage location of three point seat belt system has significant effect on occupant injuries during the crash event. By changing the mount locations of a seat belt anchor points i.e. D-ring, Anchor & Buckle, performance of seatbelt system can be enhanced further thereby reducing occupant injuries to certain extent. As per regulation AIS015, locations of safety belt anchorage points should be within prescribed zone. This paper explains effect of changing mounting location of each anchorage points on occupant injuries & also explains how to find optimized seat belt anchorage mount locations within prescribed zone mentioned as per regulations keeping various occupant injuries to minimal value.
Patil, Kantilal, Reddy, Siva, Zafar, Nadeem
Comparison of ATD to PMHS Response in the Under-Body Blast Environment2015-22-001711/9/2015
A blast buck (Accelerative Loading Fixture, or ALF) was developed for studying underbody blast events in a laboratory-like setting. It was designed to provide a high-magnitude, high-rate, vertical loading environment for cadaver and dummy testing. It consists of a platform with a reinforcing cage that supports adjustable-height rigid seats for two crew positions. The platform has a heavy frame with a deformable floor insert. Fourteen tests were conducted using fourteen PMHS (post mortem human surrogates) and the Hybrid III ATD (Anthropomorphic Test Device). Tests were conducted at two charge levels: enhanced and mild. The surrogates were tested with and without PPE (Personal Protective Equipment), and in two different postures: nominal (knee angle of 90°) and obtuse (knee angle of 120°). The ALF reproduces damage in the PMHS commensurate with injuries experienced in theater, with the most common damage being to the pelvis and ankle. Load is transmitted through the surrogates in a caudal-to-cranial sequential fashion. Damage to the PMHS lower extremities begins within 2 ms after the initiation of foot/floor motion. The Hybrid III cannot assume the posture of the PMHS in rigid seats and exhibits a stiffer overall response compared to the PMHS. The ATD does not mimic the kinematic response of the PMHS lower extremities. Further, the Hybrid III does not have the capability to predict the potential for injury in the high-rate, vertical loading environment. A new ATD dedicated to under-body blast is needed to assist in the effort to mitigate injuries sustained by the mounted soldier.
Danelson, Kerry A., Kemper, Andrew R., Mason, Matthew J., Tegtmeyer, Michael, Swiatkowski, Sean A., Bolte IV, John H., Hardy, Warren N.
Pilot Head and Body Vibration in Response to Main Rotor Track-and-Balance TuningF-0071-2015-102885/5/2015
ABSTRACT While night vision goggles (NVG) have become an essential part of rotorcraft night flight operations for the military, there has been an increase in the reports of neck strain and neck pain in flight crews using the equipment. The neck is required to support the weight of the NVG on the helmet and is constantly stabilizing the head to counteract the helicopter vibrations. The current flight tests examined the magnitude of vibrations at the pilot's head while tuning or slightly de-tuning the track-and-balance of the main rotor on the NRC Bell 412 as well as measuring the physiological response of the pilot to the resulting vibration levels. While the minimal detuning of the main rotor increased the vibration of the helicopter (by about 0.006g), the increase in vibration at the pilots head was substantial (a 0.01g increase). Physiological measures showed increased heart rate and decreased tactile sensitivity as the helicopter vibration increased. While it is likely that the increased vibration resulting from poor rotor track-and-balance increases the level of neck strain on pilots, further research is required to determine the magnitude of these effects and the maximum safe exposure level.
Craig, G., Wright-Beatty, Heather, Alexander, Marc, Keillor, Jocelyn
The Application of Hybrid III 5 th Percentile Dummy FE Model for Rear Row Occupant Simulation in Frontal Crash Test2015-01-14584/14/2015
A Finite Element (FE) model for analysis of the rear row occupant injury assessment parameters in a frontal crash test was developed by using the LSTC Hybrid III 5th percentile FE dummy model. Three cases were studied using three different rear seatbelt retractor configurations, which were as follows: an ordinary retractor without load limiter or pretensioner (Case 1), a retractor with load limiter only (Case 2), and a retractor with load limiter and pretensioner (Case 3). The simulation results of each of these three cases were compared respectively to the results obtained from two frontal 50-kph full rigid barrier impact tests and one sled test. It turned out that the dummy kinematics and injury assessment parameters of the head, neck, chest, pelvis and femurs were all similar between test and simulation in the three cases. Thus, FE simulation models can be used to predict dummy injury assessment parameters. The chest and pelvis accelerations and chest deflection reduced, while the head acceleration and neck forces increased in the case of “retractor with load limiter” (Case 2), compared to the case of “ordinary retractor” (Case 1). The most effective way to reduce all the injury assessment parameters was to use a “load limiting retractor together with a pretensioner” (Case 3).
Hu, Jia
Effects of Crash Pulse, Impact Angle, Occupant Size, Front Seat Location, and Restraint System on Rear Seat Occupant Protection2015-01-14534/14/2015
In this study, two sled series were conducted with a sled buck representing a compact vehicle. The first series of tests focused on the effects of crash pulse, impact angle, occupant size, and front seat location on rear seat occupant restraint with a generic rear-seat belt system without pre-tensioner or load limiter. The second series of tests focused on investigating the benefit of using advanced features for rear-seat occupant restraint in the most severe crash condition in the first sled series. The first series of tests include 16 test conditions with two impact angles (0° and 15°), two sled pulse (soft and severe), and four ATD sizes (HIII 6YO, HIII 5th female, HIII 95th male, and THOR-NT) with two ATDs in each test. The driver seat was located at the mid position, while the front passenger seat was positioned such that a constant distance between the ATD knee and the front seat is achieved. In all the tests, a generic rear-seat belt system without pre-tensioner, load limiter or dynamic locking tongue (DLT) was used. Test results from the first sled series showed that crash pulse and occupant size are the two dominating factors affecting the ATD kinematics and injury measurements, while impact angle and front-seat location are not statistically significant. Although no head-to-front-seat contact occurred in any of the tests, in general, the severe crash pulse would result in chest deflections over the injury criteria for adult ATDs with higher ATD excursions than for the soft crash pulse. These results are consistent to those from the field data in that chest injuries are the most common injuries in rear-seat adult occupants. The HIII 6YO ATD sustained submarining kinematics in all the tests due to the slouching pre-crash posture. In an attempt to help further reduce the chest loading while managing the head excursion, 3-point belts with pre-tensioner and load limiter, 4-point belts, DLT, inflatable belts, Bag in Roof (BiR) concept, and Self Conforming Rear-seat Air Bag (SCaRAB) concept were investigated in the second series of sled tests, in which only the most severe testing condition (0° and severe pulse) in the first sled series was used. Reductions in occupant loading were shown with these advanced restraint systems, especially the airbag features, to help reduce head, neck, and chest injury measures for rear-seat occupants. This study demonstrated the importance of considering the effects of occupant size and crash pulse on rear-seat occupant protection. Advanced restraint systems including features such as a pre-tensioner, a load limiter, and an airbag, may have the potential to help provide additional protection for rear-seat occupants with diverse occupant sizes.
Hu, Jingwen, Fischer, Kurt, Lange, Paul, Adler, Angelo
Neck Validation of Multibody Human Model under Frontal and Lateral Impacts using an Optimization Technique2015-01-14694/14/2015
Multibody human models are widely used to investigate responses of human during an automotive crash. This study aimed to validate a commercially available multibody human body model against response corridors from volunteer tests conducted by Naval BioDynamics Laboratory (NBDL). The neck model consisted of seven vertebral bodies, and two adjacent bodies were connected by three orthogonal linear springs and dampers and three orthogonal rotational springs and dampers. The stiffness and damping characteristics were scaled up or down to improve the biofidelity of the neck model against NBDL volunteer test data because those characteristics were encrypted due to confidentiality. First, sensitivity analysis was performed to find influential scaling factors among the entire set using a design of experiment. Second, the identified scaling factors were adjusted using a gradient-based optimization technique to minimize a Biofidelity rank score (smaller the better), which is one of common technique for correlation analysis between PMHS responses and ones of a dummy or a model. In the sensitivity analysis 4 scaling factors out of 7 were found to be influential to the response of the neck model. The Biofidelity rank score was reduced from 1.63 to 0.90 through the optimization. The validated neck model showed more biofidelic responses in terms of resultant head acceleration, head rotation angle, and head relative displacement with respect to T1. The improved neck model through this study will provide more accurate head kinematics than the initial model during a vehicle-pedestrian collision, and the more accurate head kinematics will be enable more accurate prediction of the head injury risk, especially in the application of pedestrian collisions. Lastly, the methodology of this study can be applied to any other body region of a multibody model to improve its biofidelity.
Wang, Yan, Kim, Taewung, Li, Yibing, Crandall, Jeff
Finite-Element-Based Transfer Equations: Post-Mortem Human Subjects versus Hybrid III Test Dummy in Frontal Sled Impact2015-01-14894/14/2015
Transfer or response equations are important as they provide relationships between the responses of different surrogates under matched, or nearly identical loading conditions. In the present study, transfer equations for different body regions were developed via mathematical modeling. Specifically, validated finite element models of the age-dependent Ford human body models (FHBM) and the mid-sized male Hybrid III (HIII50) were used to generate a set of matched cases (i.e., 192 frontal sled impact cases involving different restraints, impact speeds, severities, and FHBM age). For each impact, two restraint systems were evaluated: a standard three-point belt with and without a single-stage inflator airbag. Regression analyses were subsequently performed on the resulting FHBM- and HIII50-based responses. This approach was used to develop transfer equations for seven body regions: the head, neck, chest, pelvis, femur, tibia, and foot. All of the resulting regression equations, correlation coefficients, and response ratios (FHBM relative to HIII50) were consistent with a set of test-based results. The HIC15 transfer equation was used to transform the cadaver-based risk curve into the HIII50 domain.
El-jawahri, Raed E., Laituri, Tony R., Kim, Agnes S., Rouhana, Stephen W., Weerappuli, Para V.
User's Manual for the Small Adult Female Hybrid III Test DummyJ2862_201502 (Historical)2/3/2015
This user’s manual covers the small adult female Hybrid III test dummy. It is intended for technicians who work with this device. It covers the construction and clothing, disassembly and reassembly, available instrumentation, external dimensions and segment masses, as well as certification and inspection test procedures. It includes instructions for safe handling of the instrumented dummy, repairing dummy flesh, and adjusting the joints throughout the dummy.
Dummy Testing and Equipment Committee
Sensitivity Analysis of a FE Model for Motorcycle-Car Full-Scale Crash Test2014-32-002311/11/2014
In the study of new solutions for motorcycle passive safety, FE models of full-scale crash tests play a strategic role. The most important issue in the development process of FE models is their reliability to reproduce real crash tests. To help the engineering in the validation phase, a sensitivity analysis of a FE model for motorcycle-car crash tests is carried-out. The aim of this study is to investigate the model response subjected to variations of specific input parameters. The DOE is performed generating a list of simulations (each one composed by a unique combination of 8 parameters) through Latin Hypercube Sampling. The outputs monitored are the Head Injury Criterion (HIC) and Neck Injury Criteria (Nij). The analysis of the results is performed using scatter plots and linear regression curves to identify the parameters that have major impact on the outputs and to assess the type of dependency (linear or non-linear).
Barbani, Daniele, Baldanzini, Niccolò, Pierini, Marco
Dexterous Humanoid RobotTBMG-199146/1/2014
A humanoid robot has been created that includes a torso, a pair of arms, a neck, and a head. The torso extends along a primary axis and presents a pair of shoulders. The pair of arms movably extends from the shoulders. Each of the arms is fully jointed. The neck movably extends from the torso along the primary axis, and has at least one neck joint. The head movably extends from the neck along the primary axis. The head has at least one head joint. The shoulders are canted toward one another at a shrug angle that is defined between each of the shoulders such that a workspace is defined between the shoulders.
Eliminating Avoidable Helicopter Seating-Related Injuries to Improve Combat Readiness and Mission EffectivenessF-0070-2014-94825/20/2014
For decades, helicopter crews have reported suffering back, neck and leg pain they believe is related to service in helicopters. This presentation reviews testimony from nearly 10,000 helicopter crew members who have described their experiences with pain and injuries suffered during and after their military careers. The study quantifies, for the first time, the scope of this problem across the very large community of present and former military helicopter crewmembers, links the problem to associated direct and indirect costs, and discusses remedial designs or actions to reduce or eliminate the problem. Sponsored by the Department of Defense, Office of the Under Secretary (Acquisition, Technology and Logistics), the study discusses impact of this problem on combat readiness, mission effectiveness and safety. The report from this study was reviewed and approved by a Blue Ribbon Panel comprised of flag and general officers from all five military Services and a DoD civilian who leads medical science and technology efforts.
Healing, Richard, Hamon, Kristin
Autonomous Robotic Manipulation (ARM)TBMG-190782/1/2014
Autonomous robotic manipulators have the potential to increase manufacturing efficiency, provide in-home care, and reduce the risk to humans in hazardous situations. The current challenge in autonomous robotic manipulation is to approach the capabilities of dedicated, one-off manipulators in known environments with versatile, inexpensive, and ubiquitous manipulator systems that can operate in a range of environments with only high-level human input.
Humanlike Articulated Robotic Headform for Respirator Fit TestingTBMG-169918/1/2013
The testing of individual respiratory protection (IRP) devices is now accomplished with panels of human wearers. Historical attempts to simulate the human face and head have been unsuccessful for a variety of reasons that include imprecision in reproduction of facial dimensions and unrepresentative textures of the surfaces applied to headforms.
The Effects of the BioRID Dummy Head Position on the Whiplash Test Evaluation2013-01-06604/8/2013
The whiplash disorders are associated with huge costs for society. The BioRID (Biofidelic Rear Impact Dummy) dummy and the test procedure are developed to ensure the seat systems optimized to reduce the risk of injury in low-severity rear-end collisions. This paper discussed the BioRID dummy spine structure and calibration procedures. It is found during the dynamic calibration it is very difficult to keep the head neck OC (Occipital Condyle) joint in the static corridor and different head position will obtain the different score in the EuroNCAP whiplash Seat Assessment. A proposal is developed to control the OC joint in the dynamic calibration to ensure the whiplash test can be conducted correctly.
Wang, Pengxiang
User's Manual for the Hybrid III Large Male Test DummyJ2860_201209 (Historical)9/27/2012
This SAE Surface Vehicle Information Report identifies and defines the assembly/disassembly and certification procedures relating to the use of the Hybrid III Large Male Test Dummy.
Dummy Testing and Equipment Committee
Human Mechanical Impact Response Characteristics - Dynamic Response of the Human AbdomenJ1460/1_201205 (Current)5/11/2012
This series of reports provides response characteristics of the head, face, neck, shoulder, thorax, lumbar spine, abdomen, pelvis, and lower extremities. In each report, the descriptions of human impact response are based on data judged by the subcommittee to provide the most appropriate information for the development of human surrogates.
Human Biomechanics and Simulations Standards Committee
Hybrid III Head/Neck Analysis Highlighting Nij in NCAP2012-01-01024/16/2012
Nij, a function of upper neck forces and moment, plays a dominant role in the vehicle's star rating under the new NHTSA NCAP front impact program. This is mainly due to an artifact in the mapping of the Nij into the “risk” value used in the star rating, and the fact that the neck region is not weighted appropriately to reflect its real world significance relative to the other body regions in the NCAP rating. New test data also show that compared with the 50th male driver Nij, the 5th female passenger Nij is significantly more challenging to contain and therefore it is more dominant in the star rating. This paper describes the Hybrid III dummy head and neck impact response and provides a method to determine the external force acting on the head. The force and its acting point on the head are determined from head acceleration, angular acceleration, and the upper neck forces. This paper also analyzes the neck bending mechanism and the associated forces, and how the thorax rotation and translation can affect the upper neck forces. It discusses how the airbag shape and stiffness can affect the external force acting point and direction, and how the force affects the neck internal forces. The analyses have focused on the response of the 5th female dummy neck due to the aforementioned practical difficulty with its Nij. The analytical methods presented should aid in the understanding of vehicle restraint systems.
Wu, Jianping, Shi, Yibing, Beaudet, Brian, Nusholtz, Guy
Neck Loads in Playground Activities in a Pediatric Population2012-01-05604/16/2012
Neck injury assessment reference values (IARVs) and tolerance values for children have been specified using animal data compared to the loading of anthropomorphic test devices (ATDs). However, there is a paucity of data regarding the neck loads generated during non-injurious situations for children. Six males and six females aged 8-11 years old were equipped with a validated head sensor package and upper neck loads and moments were calculated from measured head kinematics while performing a series of playground-type activities. The maximum forces were 686 N in compression, 177 N in tension, and 471 N in shear, the maximum moments were 18.2 N-m in flexion, 6.0 N-m in extension, 6.4 N-m in lateral bending, and 12.1 N-m in axial twist. Female subjects exhibited similar loads and moments to their male counterparts, but larger Nij values. The peak loads measured in this study are larger than or comparable to those undertaken with adult subjects participating in similar activities. These data provide details of the non-injurious upper neck loads that occur in pediatric subjects.
Bussone, William R., Prange, Michael, Bove, Robert Thomas, Daniel, Thomas
Tractor-Semitrailer Driver and Sleeping Compartment Occupant Responses to Low-Speed Impacts2012-01-05664/16/2012
Low-speed collisions between tractor-semitrailers and passenger vehicles may result in large areas of visible damage to the passenger vehicle, but often produce limited damage to the tractor-semitrailer. Despite this, such accidents may lead to assertions of serious injury to the tractor driver and/or sleeper compartment occupant. Research regarding the impact environment and resulting injury potential of the occupants during these types of impacts is limited. This research investigated driver and sleeper compartment occupant responses to relatively low-speed and low-acceleration impact events. Five crash tests involving impact between a tractor-semitrailer and a passenger car were conducted. The test vehicles were a van semitrailer pulled by a tractor and three identical mid-sized sedans. The occupants of the tractor included a human driver and an un-instrumented Hybrid III 50th-percentile-male anthropomorphic test device (ATD). The human driver was seated in the driver seat, restrained by the available three-point seat belt assembly, and equipped with a six-degree-of-freedom head-mounted sensor package (rotational rate sensors and accelerometers) to measure head triaxial linear accelerations and angular velocities. The ATD was equipped with a sit-stand pelvis and positioned supine and unrestrained on the sleeper cab bunk. The tractor was instrumented with accelerometers, a yaw rate sensor, and a velocity sensor, and was equipped with onboard real-time cameras to capture the driver and passenger kinematics. The tests included four sideswipe events involving extended contact between the semitrailer bottom rail and dual wheels and the sides of the sedans, and a single perpendicular collision between the semitrailer dual wheel and the right front corner of a sedan. Tractor driver head center-of-gravity (CG) linear and angular accelerations, head angular velocities, and neck forces and moments were computed. Head and neck data were compared to volunteer studies of vigorous activities of daily living, published human tolerance levels, and Injury Assessment Reference Values (IARVs) used in compliance testing of passenger vehicles. It was determined that the biomechanical responses in the head and upper neck of the driver were well below the established IARVs; and the biomechanical responses in the head, upper neck, and lower neck were lower than or comparable to the responses of these body regions to the loads experienced by volunteers during non-injurious activities. Video documentation of the kinematics of the sleeper compartment occupant was obtained. That occupant was found to remain within the sleeping compartment under all conditions and did not experience motion likely to lead to injurious contact.
McGowan, Joseph C., Bussone, William, Raasch, Christine, Smith, James W., Smedley, Janine
Investigation on Occupant Ejection in High Severity Rear Impact based on Post Mortem Human Subject Sled Tests2011-22-000511/7/2011
Occupant protection in rear impact involves two competing challenges. On one hand, allowing a deformation of the seat would act as an energy absorber in low severity impacts and would consequently decrease the risk of neck injuries. However, on the other hand, large deformations of the seat may increase the likelihood of occupant ejection in high severity cases. Green et al., 1987 analyzed a total of 919 accidents in Great Britain. They found that occupant ejection resulted in a risk of severe injuries and fatalities between 3.6 and 4.5 times higher than those cases where no ejection was observed. The sample included single front, side and rear impacts as well as multiple impacts and rollover. The rate of belt use in the sample was 50%. While this analysis included all forms of impact scenarios, nevertheless, it highlights the relative injury severity of occupant ejection. Extensive literature search has found no full-scale rear impact tests involving Post Mortem Human Subjects (PMHS) conducted in a laboratory environment and resulting in ejection. This paper describes a total of 10 sled tests conducted on 3 belted PMHS using a simplified seat design composed of rigid plates assembled such that the angular and linear stiffness of the seatback (including the foam) was modeled. The initial angular position and the range of motion of the seatback, the size of the PMHS, the slack length of the seatbelt, the angular stiffness of the seatback, and the use of headrest were varied in the test matrix while the pulse was kept constant (triangular acceleration with a peak of 17 G at 30 ms and a duration of 95 ms). In the test series, the tests were not run randomly but the likelihood of occupant ejection was increased systematically until ejection occurred. PMHS seat ejection was observed only for the 95th percentile, initially positioned with a seatback angle relative to the vertical equal to 22°, a range of seatback angular motion equal to 44° and no headrest. Repeating the test under the same conditions but with the pretensioner fired did not prevent the ejection. In addition, the 50th percentile belted specimen was not observed to sustain rearward seat ejection under realistic conditions including the use of headrest.
Petit, Philippe, Luet, Carole, Potier, Pascal, Vallancien, Guy
Development of a Duration Threshold for Modulating Evoked Neuronal Responses After Nerve Root Compression Injury2011-22-000111/7/2011
Cervical nerve roots are susceptible to compression injuries of various durations. The duration of an applied compression has been shown to contribute to both the onset of persistent pain and also the degree of spinal cellular and molecular responses related to nociception. This study investigated the relationship between peripherally evoked activity in spinal cord neurons during a root compression and the resulting development of axonal damage. Electrically evoked spikes were measured in the spinal cord as a function of time during and after (post-compression) a 15 minute compression of the C7 nerve root. Compression to the root significantly (p=0.035) reduced the number of spikes that were evoked over time relative to sham. The critical time for compression to maximally reduce evoked spikes was 6.6±3.0 minutes. A second study measured the post-compression evoked neuronal activity following compression applied for a shorter, sub-threshold time (three minutes). Ten minutes after compression was removed, the discharge rate remained significantly (p=0.018) less than baseline by 58±25% relative to sham after the 15 minute compression, but returned to within 3±33% of baseline after the three minute compression. Axonal damage was evident in the nerve root at day seven after nerve root compression only after a 15 minute compression. These studies demonstrate that even a transient mechanical insult to the nerve root is sufficient to induce sustained neuronal dysfunction and axonal pathology associated with pain, and results provide support that such minor neural tissue traumas can actually induce long-lasting functional deficits.
Nicholson, Kristen J., Quindlen, Julia C., Winkelstein, Beth A.
Evaluation of the Repeatability and Reproducibility on BioRIDIIg In Rear-Impact Sled Test2011-01-02764/12/2011
A large study of rear-end collisions was conducted for the neck injury indicators and test procedures. Neck injury in low-speed rear-end collisions is a big issue because there are a lot of patients despite low-speed rear-end collisions. Europe, Korea and Japan introduced the specific part in the New Car Assessment Program to reduce whiplash injury in low-speed rear-end collisions. From the legal point of view, to reduce the frequency and severity of injuries caused by rearward displacement of the head in rear-end collision, USA, EC, Korea, Japan and others internationally cooperated to make the global technical regulation (GTR) in UNECE/WP29. In 2008, after much meandering, GTR No. 7 head restraints were established. However the GTR No.7 is not a unique regulation because many countries had their own opinions and domestic regulations, and many questions related to injury criteria and biomechanical issues of dummy remain unresolved. The Biofidelic Rear Impact Dummy II (BioRIDII) is regarded as possessing the most similar characteristics to human volunteers and Post-mortem Human Subjects(PMHS) in terms of its response to low-speed rear impacts. Although a great amount of research was conducted for repeatability and reproducibility on the BioRIDII, the research results did not directly suggest the neck injury criteria and limit values for the regulation. The purpose of this research is to review the proper neck injury indicators for the BioRID-II through the low-rear sled test on the 3set BioRIDII ver-g. A series of sled tests were conducted to assess the adequacy of neck injury indicators for the repeatability and reproducibility of results obtained on the 3set BioRIDII. The sled tests were performed according to the test procedure proposed by the Korea New Car assessment Program (KNCAP). Neck injury indicators including NIC, Nkm, upper & lower Fx, upper & lower Fz, T1 X acc, Head X acc, were analysed for each dummy. The results show that some criteria, such as the neck shear force, exhibit coefficient variation (CV) up to 20.
Kim, Si-Woo, shim, So-Jung, Suh, Myung-Won
Human Mechanical Impact Response Characteristics - Response of the Human Neck to Inertial Loading by the Head for Automotive Seated PosturesJ1460/2_201102 (Current)2/21/2011
This series of reports provides response characteristics of the head, face, neck, shoulder, thorax, lumbar spine, abdomen, pelvis, and lower extremities. In each report, the descriptions of human impact response are based on data judged by the subcommittee to provide the most appropriate information for the development of human surrogates.
Human Biomechanics and Simulations Standards Committee
Lower Cervical Spine Loading in Frontal Sled Tests Using Inverse Dynamics: Potential Applications for Lower Neck Injury Criteria2010-22-000811/3/2010
Lower cervical spine injuries are more common in survivors of motor vehicle crashes sustaining neck trauma. Injury criteria are determined using upper neck loads in dummies although a lower neck load cell exists. Due to a paucity of lower neck data from post mortem human subject (PMHS) studies, this research was designed to determine the head-neck biomechanics with a focus on lower neck metrics and injuries. Sixteen frontal impact tests were conducted using five belted PMHS. Instrumentation consisted of a pyramid-shaped nine accelerometer package on the head, tri-axial accelerometer on T1, and uniaxial accelerometer on the sled. Three-dimensional kinematics of the head-neck complex were obtained using a 20-camera high-speed motion analysis system. Testing sequence was: low (3.6 m/s), medium (6.9 m/s), repeat low, and high (15.8 m/s) velocities. Trauma evaluations were made between tests. Testing was terminated upon confirmation of injuries. Autopsy was conducted, and geometric and inertial properties of the head were determined. Using inverse dynamics, upper and lower neck loads were determined, along with head and T1 kinematics. Lower cervical injuries occurred in four specimens during the loading phase and were attributed to the flexion mechanism. Peak upper and lower neck loading magnitudes and head-neck and T1 kinematics are given for each test. Sagittal plane head center of gravity and T1 kinematic data along with upper and lower neck forces and moments, hitherto not reported in literature, may be used to determine the biofidelity responses of frontal impact dummies and establish lower neck injury criteria.
Pintar, Frank A., Yoganandan, Narayan, Maiman, Dennis J.
Tiny Technology With a Big HeartTBMG-83849/1/2010
When undergoing medical treatment, physicians frequently determine that a patient's vital signs — such as blood pressure and heart rate — need to be closely monitored. For most patients today, this means a variety of wires and sensors will be attached to their bodies. But thanks to technology developed at NASA, there might be a better way.A new biomedical sensor that incorporates technology pioneered at NASA's Glenn Research Center in Cleveland, Ohio, is currently being developed by a company called Endotronix. The company is investigating using the sensors to measure blood pressure and heart rate.
Implants and Prosthetic Devices: Helping the Body Reach its Full PotentialTBMG-78625/1/2010
Medical technology is currently capable of treating such physical hardships as loss of limb, eyelid paralysis, and chronic osteoarthritis – but researchers are continually finding ways to improve upon the effectiveness of these and other implanted and prosthetic device technologies. What follows is a sample of new technologies and research efforts that hold promise for a future in which human beings are able not just to survive, but thrive in the face of any conceivable physical difficulty.
Analysis of Bicycle Pitch-Over in a Controlled Environment2010-01-00644/12/2010
In a controlled environment, bicycle crash tests were performed to analyze the dynamics of bicycle pitch-over, and the effect different test conditions would have on the motion of the bicyclist and the potential for serious head and neck injuries. The tests being evaluated within this paper will focus on a single size rider and bicycle with speed controlled between 19.3 and 22.5 kph (12.0 and 14.0 mph). The variables of the test conditions were the method of pitch-over initiation and configuration of the bicycle. Pitch-over was initiated by applying the front brake, impacting a rigid barrier, and inserting a dowel into the spokes of the front wheel. The bicycle configuration was varied by changing the frame, front fork, front wheel and stem. For all testing performed the event was captured on high speed video. As the testing progressed a force plate was added to measure the vertical loads and an impact plate was added to the barrier impacts to measure the horizontal impact loads. The data acquired from this series of tests provides insight into the dynamics of bicycle pitch-over, injury mechanisms, and the effect of bicycle component failure.
Bretting, Gerald P., Jansen, Henricus P., Callahan, Michael, Bogler, John, Prunckle, John
Development of Lower Neck Injury Assessment Reference Values Based on Comparison of ATD and PMHS Tests2010-01-01404/12/2010
Previous studies have suggested injury assessment reference values (IARVs) for lower neck injury based on scaled upper neck values. This study developed independent flexion and extension IARVs for the lower neck by matching Anthropomorphic Test Device (ATD) data to impact-tested post-mortem human subjects (PMHSs) with mid- to low-cervical spine injuries. Pendulum and sled tests with Hybrid III midsize male and small female ATDs were run under conditions mimicking those of published PMHS torso drop-sled tests and other PMHS studies. Measurements included upper and lower neck forces and moments, head acceleration, head rotation rate, and head/neck angles for the pendulum tests. Rear impacts corresponding to rigid seatback tests without a head restraint produced lower neck extension moments that increased dramatically with test severity, as measured by increasing delta-V and/or decreasing pulse duration. In contrast, upper neck extension moments increased only modestly with test severity, and all recorded peak values of upper neck force and moment, as well as calculated Nij, were below currently accepted IARVs. Our proposed lower neck IARVs are well below those previously published, which are based on simple scaling of upper neck IARVs. Frontal impact tests provided an indication that injuries may occur at lower neck flexion moment values that are below suggested tolerances; however, since the available PMHS dataset only included injured subjects for which the observations were left censored, no IARV could be determined. Relationships between peak moments at the upper and lower neck, as well as between male and female ATDs in tests of matching severity, were examined and compared to standard scaling used for previously proposed IARVs. Peak moment versus tension and compression forces were also evaluated, yielding additional data points for estimating critical intercepts for lower neck injury criteria (Nij).
Raasch, Christine, Carhart, Michael, Ivarsson, B. Johan, Lucas, Scott
ES2 Neck Injury Assessment Reference Values for Lateral Loading in Side Facing Seats2009-22-001511/2/2009
Injury assessment reference values (IARV) predicting neck injuries are currently not available for side facing seated aircraft passengers in crash conditions. The aircraft impact scenario results in inertial loading of the head and neck, a condition known to be inherently different from common automotive side impact conditions as crash pulse and seating configurations are different. The objective of this study is to develop these IARV for the European Side Impact Dummy-2 (ES-2) previously selected by the US-FAA as the most suitable ATD for evaluating side facing aircraft seats. The development of the IARV is an extended analysis of previously published PMHS neck loads by identifying the most likely injury scenarios, comparing head-neck kinematics and neck loads of the ES2 versus PMHS, and development of injury risk curves for the ES2. The ES2 showed a similar kinematic response as the PMHS, particularly during the loading phase. The ES2 exhibited a stiffer response than the PMHS in the thoracic region, resulting in a faster rebound and smaller excursions in the vertical direction. Neck loads were consistent with results from previous authors and served as the basis for the ES2 neck injury risk curve developed here. Regression analysis of the previously published PMHS neck loads indicated that the tension force at the occipital condyles was the only neck load component with a significant correlation (Pearson r2=0.9158) to AIS3+ classified injuries. Tension force in the ES2 upper neck showed a weaker but still significant correlation with injury severity (r2=0.72) and is proposed to be used as an IARV with a tolerance of 2094 N for 50% AIS3+ risk. Although the prime focus of this study is on loading conditions typical in an aircraft crash environment, it is expected that the proposed IARV's can be used as an extension of typical automotive conditions, particularly for military vehicles and public transport applications where side facing upright seating configurations are more common.
Philippens, M., Wismans, J., Forbes, P. A., Yoganandan, N., Pintar, F. A., Soltis, S. J.
User's Manual for the 50th Percentile Male Hybrid III DummyJ2856_200909 (Historical)9/17/2009
The purpose of this document is to provide the user with the procedures needed to properly assemble and disassemble the 50th percentile male Hybrid III dummy, certify its components and verify its mass and dimensions. Also within this manual are guidelines for handling accelerometers, repairing flesh and setting joints.
Dummy Testing and Equipment Committee
Posture Maintenance of the Human Neck2009-01-23046/9/2009
Two sets of volunteer tests were used to analyze neuromuscular control of the human neck. Transient responses imitating a 6 km/h rear impact were analyzed using inverse dynamics to estimate neuromuscular feedback parameters. Using linear models a good fit of the data was obtained. The position feedback gain at T1 is about twice the value at OC and surprisingly position feedback gains estimated for the instructions relax and resist do not differ strongly. New experiments were performed applying continuous random appearing seat displacements. Analysis in the frequency domain showed a good coherence from 1-4 Hz indicating that these data are suitable for the estimation of neuromuscular parameters.
Happee, Riender, van Drunen, Paul
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