Post Mortem Human Surrogate Research Articles

Scaling approach in predicting the seatbelt loading and kinematics of vulnerable occupants: How far can we go?

ABSTRACTObjective: Occupants with extreme body size and shape, such as the small female or the obese, were reported to sustain high risk of injury in motor vehicle crashes (MVCs). Dimensional scaling approaches are widely used in injury biomechanics research based on the assumption of geometrical similarity. However, its application scope has not been quantified ever since. The objective of this study is to demonstrate the valid range of scaling approaches in predicting the impact response of the occupants with focus on the vulnerable populations.Methods: The present analysis was based on a data set consisting of 60 previously reported frontal crash tests in the same sled buck representing a typical mid-size passenger car. The tests included two categories of human surrogates: 9 postmortem human surrogates (PMHS) of different anthropometries (stature range: 147–189 cm; weight range: 27–151 kg) and 5 anthropomorphic test devices (ATDs). The impact response was considered including the restraint loads and the kinematics of multiple body segments. For each category of the human surrogates, a mid-size occupant was selected as a baseline and the impact response was scaled specifically to another subject based on either the body mass (body shape) or stature (the overall body size). To identify the valid range of the scaling approach, the scaled response was compared to the experimental results using assessment scores on the peak value, peak timing (the time when the peak value occurred), and the overall curve shape ranging from 0 (extremely poor) to 1 (perfect match). Scores of 0.7 to 0.8 and 0.8 to 1.0 indicate fair and acceptable prediction.Results: For both ATDs and PMHS, the scaling factor derived from body mass proved an overall good predictor of the peak timing for the shoulder belt (0.868, 0.829) and the lap belt (0.858, 0.774) and for the peak value of the lap belt force (0.796, 0.869). Scaled kinematics based on body stature provided fair or acceptable prediction on the overall head/shoulder kinematics (0.741, 0.822 for the head; 0.817, 0.728 for the shoulder) regardless of the anthropometry. The scaling approach exhibited poor prediction capability on the curve shape for the restraint force (0.494 and 0.546 for the shoulder belt; 0.585 and 0.530 for the lap belt). It also cannot well predict the excursion of the pelvis and the knee.Conclusions: The results revealed that for the peak lap belt force and the forward motion of the head and shoulder, the underlying linear relationship with body size and shape is valid over a wide anthropometric range. The chaotic nature of the dynamic response cannot be fully recovered by the assumption of the whole-body geometrical similarity, especially for the curve shape. The valid range of the scaling approach established in this study can be reasonably referenced in predicting the impact response of a given specific population with expected deviation. Application of this knowledge also includes proposing strategies for restraint configuration and providing reference for ATD and/or human body model (HBM) development for vulnerable occupants.

Evaluation of kinematics and injuries to restrained occupants in far-side crashes using full-scale vehicle and human body models

ABSTRACTObjective: The objective of the current study was to perform a parametric study with different impact objects, impact locations, and impact speeds by analyzing occupant kinematics and injury estimations using a whole-vehicle and whole-body finite element–human body model (FE-HBM). To confirm the HBM responses, the biofidelity of the model was validated using data from postmortem human surrogate (PMHS) sled tests.Methods: The biofidelity of the model was validated using data from sled experiments and correlational analysis (CORA). Full-scale simulations were performed using a restrained Global Human Body Model Consortium (GHBMC) model seated on a 2001 Ford Taurus model using a far-side lateral impact condition. The driver seat was placed in the center position to represent a nominal initial impact condition. A 3-point seat belt with pretensioner and retractor was used to restrain the GHBMC model. A parametric study was performed using 12 simulations by varying impact locations, impacting object, and impact speed using the full-scale models. In all 12 simulations, the principal direction of force (PDOF) was selected as 90°. The impacting objects were a 10-in.-diameter rigid vertical pole and a movable deformable barrier. The impact location of the pole was at the C-pillar in the first case, at the B-pillar in the second case, and, finally, at the A-pillar in the third case. The vehicle and the GHBMC models were defined an initial velocity of 35 km/h (high speed) and 15 km/h (low speed). Excursion of the head center of gravity (CG), T6, and pelvis were measured from the simulations. In addition, injury risk estimations were performed on head, rib cage, lungs, kidneys, liver, spleen, and pelvis.Results: The average CORA rating was 0.7. The shoulder belt slipped in B- and C-pillar impacts but somewhat engaged in the A-pillar case. In the B-pillar case, the head contacted the intruding struck-side structures, indicating higher risk of injury. Occupant kinematics depended on interaction with restraints and internal structures—especially the passenger seat. Risk analysis indicated that the head had the highest risk of sustaining an injury in the B-pillar case compared to the other 2 cases. Higher lap belt load (3.4 kN) may correspond to the Abbreviated Injury Scale (AIS) 2 pelvic injury observed in the B-pillar case. Risk of injury to other soft anatomical structures varied with impact configuration and restraint interaction.Conclusion: The average CORA rating was 0.7. In general, the results indicated that the high-speed impacts against the pole resulted in severe injuries, higher excursions followed by low-speed pole, high-speed moving deformable barrier (MDB), and low-speed MDB impacts. The vehicle and occupant kinematics varied with different impact setups and the latter kinematics were likely influenced by restraint effectiveness. Increased restraint engagement increased the injury risk to the corresponding anatomic structure, whereas ineffective restraint engagement increased the occupant excursion, resulting in a direct impact to the struck-side interior structures.

Development and validation of THUMS version 5 with 1D muscle models for active and passive automotive safety research.

Accurately predicting the occupant kinematics is critical to better understand the injury mechanisms during an automotive crash event. The objectives of this study were to develop and validate a finite element (FE) model of the human body integrated with an active muscle model called Total HUman Model for Safety (THUMS) version 5, which has the body size of the 50th percentile American adult male (AM50). This model is characterized by being able to generate a force owing to muscle tone and to predict the occupant response during an automotive crash event. Deformable materials were assigned to all body parts of THUMS model in order to evaluate the injury probabilities. Each muscle was modeled as a Hill-type muscle model with 800 muscle-tendon compartments of 1D truss and seatbelt elements covering whole joints in the neck, thorax, lumbar region, and upper and lower extremities. THUMS was validated against 36 series of post-mortem human surrogate (PMHS) and volunteer tests on frontal, lateral, and rear impacts. The muscle architectural and kinetic properties for the hip, knee, shoulder, and elbow joints were validated in terms of the moment arms and maximum isometric joint torques over a wide range of joint angles. The muscular moment arms and maximum joint torques estimated from THUMS occupant model with 1D muscles agreed with the experimental data for a wide range of joint angles. Therefore, this model has the potential to predict the occupant kinematics and injury outcomes considering appropriate human body motions associated with various human body postures, such as sitting or standing.

A new method to assess the deformations of internal organs of the abdomen during impact

ABSTRACTObjectives: Due to limitations of classic imaging approaches, the internal response of abdominal organs is difficult to observe during an impact. Within the context of impact biomechanics for the protection of the occupant of transports, this could be an issue for human model validation and injury prediction.Methods: In the current study, a previously developed technique (ultrafast ultrasound imaging) was used as the basis to develop a protocol to observe the internal response of abdominal organs in situ at high imaging rates. The protocol was applied to 3 postmortem human surrogates to observe the liver and the colon during impacts delivered to the abdomen.Results: The results show the sensitivity of the liver motion to the impact location. Compression of the colon was also quantified and compared to the abdominal compression.Conclusions: These results illustrate the feasibility of the approach. Further tests and comparisons with simulations are under preparation.

Foot-Ankle Fractures and Injury Probability Curves from Post-mortem Human Surrogate Tests.

This purpose of this study was to replicate foot-ankle injuries seen in the military and derive human injury probability curves using the human cadaver model. Lower legs were isolated below knee from seventeen unembalmed human cadavers and they were aligned in a 90-90 posture (plantar surface orthogonal to leg). The specimens were loaded along the tibia axis by applying short-time duration pulses, using a repeated testing protocol. Injuries were documented using pre- and post-test X-rays, computed tomography scans, and dissection. Peak force-based risk curves were derived using survival analysis and accounted for data censoring. Fractures were grouped into all foot-ankle (A), any calcaneus (B), and any tibia injuries (C), respectively. Calcaneus and/or distal tibia/pilon fractures occurred in fourteen tests. Axial forces were the greatest and least for groups C and B, respectively. Times attainments of forces for all groups were within ten milliseconds. The Weibull function was the optimal probability distribution for all groups. Age was significant (p<0.05) for groups A and C. Survival analysis-based probability curves were derived for all groups. Data are given in the body of paper. Age-based, risk-specific, and continuous distribution probability curves/responses guide in the creation of an injury assessment capability for military blast environments.

Evaluation of bone surrogates for indirect and direct ballistic fractures

The mechanism of injury for fractures to long bones has been studied for both direct ballistic loading as well as indirect. However, the majority of these studies have been conducted on both post-mortem human subjects (PMHS) and animal surrogates which have constraints in terms of storage, preparation and testing. The identification of a validated bone surrogate for use in forensic, medical and engineering testing would provide the ability to investigate ballistic loading without these constraints. Two specific bone surrogates, Sawbones and Synbone, were evaluated in comparison to PMHS for both direct and indirect ballistic loading. For the direct loading, the mean velocity to produce fracture was 121±19m/s for the PMHS, which was statistically different from the Sawbones (140±7m/s) and Synbone (146±3m/s). The average distance to fracture in the indirect loading was .70cm for the PMHS. The Synbone had a statistically similar average distance to fracture (.61cm, p=0.54) however the Sawbones average distance to fracture was statistically different (.41cm, p<0.05). Fractures patterns were found to be comparable to the PMHS for tests conducted with Synbones, however the input parameters were slightly varied to produce similar results. The fractures patterns with the Sawbones were not found to be as comparable to the PMHS. An ideal bone surrogate for ballistic testing was not identified and future work is warranted.

Development of a Gravid Uterus Model for the Study of Road Accidents Involving Pregnant Women

Car accident simulations involving pregnant women are well documented in the literature and suggest that intra-uterine pressure could be responsible for the phenomenon of placental abruption, underlining the need for a realistic amniotic fluid model, including fluid-structure interactions (FSI). This study reports the development and validation of an amniotic fluid model using an Arbitrary Lagrangian Eulerian formulation in the LS-DYNA environment. Dedicated to the study of the mechanisms responsible for fetal injuries resulting from road accidents, the fluid model was validated using dynamic loading tests. Drop tests were performed on a deformable water-filled container at acceleration levels that would be experienced in a gravid uterus during a frontal car collision at 25 kph. During the test device braking phase, container deformation induced by inertial effects and FSI was recorded by kinematic analysis. These tests were then simulated in the LS-DYNA environment to validate a fluid model under dynamic loading, based on the container deformations. Finally, the coupling between the amniotic fluid model and an existing finite-element full-body pregnant woman model was validated in terms of pressure. To do so, experimental test results performed on four postmortem human surrogates (PMHS) (in which a physical gravid uterus model was inserted) were used. The experimental intra-uterine pressure from these tests was compared to intra uterine pressure from a numerical simulation performed under the same loading conditions. Both free fall numerical and experimental responses appear strongly correlated. The relationship between the amniotic fluid model and pregnant woman model provide intra-uterine pressure values correlated with the experimental test responses. The use of an Arbitrary Lagrangian Eulerian formulation allows the analysis of FSI between the amniotic fluid and the gravid uterus during a road accident involving pregnant women.

Development of skull fracture criterion based on real-world head trauma simulations using finite element head model

The objective of this study was to enhance an existing finite element (FE) head model with composite modeling and a new constitutive law for the skull. The response of the state-of-the-art FE head model was validated in the time domain using data from 15 temporo-parietal impact experiments, conducted with postmortem human surrogates. The new model predicted skull fractures observed in these tests. Further, 70 well-documented head trauma cases were reconstructed. The 15 experiments and 70 real-world head trauma cases were combined to derive skull fracture injury risk curves. The skull internal energy was found to be the best candidate to predict skull failure based on an in depth statistical analysis of different mechanical parameters (force, skull internal energy), head kinematic-based parameter, the head injury criterion (HIC), and skull fracture correlate (SFC). The proposed tolerance limit for 50% risk of skull fracture was associated with 453mJ of internal energy. Statistical analyses were extended for individual impact locations (frontal, occipital and temporo-parietal) and separate injury risk curves were obtained. The 50% risk of skull fracture for each location: frontal: 481mJ, occipital: 457mJ, temporo-parietal: 456mJ of skull internal energy.

Development and Validation of the Total HUman Model for Safety (THUMS) Version 5 Containing Multiple 1D Muscles for Estimating Occupant Motions with Muscle Activation During Side Impacts.

Accurate prediction of occupant head kinematics is critical for better understanding of head/face injury mechanisms in side impacts, especially far-side occupants. In light of the fact that researchers have demonstrated that muscle activations, especially in neck muscles, can affect occupant head kinematics, a human body finite element (FE) model that considers muscle activation is useful for predicting occupant head kinematics in real-world automotive accidents. In this study, we developed a human body FE model called the THUMS (Total HUman Model for Safety) Version 5 that contains 262 one-dimensional (1D) Hill-type muscle models over the entire body. The THUMS was validated against 36 series of PMHS (Post Mortem Human Surrogate) and volunteer test data in this study, and 16 series of PMHS and volunteer test data on side impacts are presented. Validation results with force-time curves were also evaluated quantitatively using the CORA (CORrelation and Analysis) method. The validation results suggest that the THUMS has good biofidelity in the responses of the regional or full body for side impacts, but relatively poor biofidelity in its local level of responses such as brain displacements. Occupant kinematics predicted by the THUMS with a muscle controller using 22 PID (Proportional-Integral- Derivative) controllers were compared with those of volunteer test data on low-speed lateral impacts. The THUMS with muscle controller reproduced the head kinematics of the volunteer data more accurately than that without muscle activation, although further studies on validation of torso kinematics are needed for more accurate predictions of occupant head kinematics.

Oblique Loading in Post Mortem Human Surrogates from Vehicle Lateral Impact Tests using Chestbands.

While numerous studies have been conducted to determine side impact responses of Post Mortem Human Surrogates (PMHS) using sled and other equipment, experiments using the biological surrogate in modern full-scale vehicles are not available. The present study investigated the presence of oblique loading in moving deformable barrier and pole tests. Threepoint belt restrained PMHS were positioned in the left front and left rear seats in the former and left front seat in the latter condition and tested according to consumer testing protocols. Three chestbands were used in each specimen (upper, middle and lower thorax). Accelerometers were secured to the skull, shoulder, upper, middle and lower thoracic vertebrae, sternum, and sacrum. Chestband signals were processed to determine magnitudes and angulations of peak deflections. The magnitude and timing of various signal peaks are given. Vehicle accelerations, door velocities, and seat belt loads are also given. Analysis of deformation contours, peak deflections, and angulations indicated that the left rear seated specimen were exposed to anterior oblique loading while left front specimens in both tests sustained essentially pure lateral loading to the torso. These data can be used to validate human body computational models. The occurrence of oblique loading in full-scale testing, hitherto unrecognized, may serve to stimulate the exploration of its role in injuries to the thorax and lower extremities in modern vehicles. It may be important to continue research in this area because injury metrics have a lower threshold for angled loading.

Whole-body Response for Pedestrian Impact with a Generic Sedan Buck.

To serve as tools for assessing injury risk, the biofidelity of whole-body pedestrian impact dummies should be validated against reference data from full-scale pedestrian impact tests. To facilitate such evaluations, a simplified generic vehicle-buck has been recently developed that is designed to have characteristics representative of a generic small sedan. Three 40 km/h pedestrian-impact tests have been performed, wherein Post Mortem Human Surrogates (PMHS) were struck laterally in a mid-gait stance by the buck. Corridors for select trajectory measures derived from these tests have been published previously. The goal of this study is to act as a companion dataset to that study, describing the head velocities, body region accelerations (head, spine, pelvis, lower extremities), angular velocities, and buck interaction forces, and injuries observed during those tests. Scaled, transformed head accelerations exceeded 80 g prior to head contact with the windshield for two of the three tests. Head xaxis angular velocity exceeded 40 rad/s prior to head contact for all three tests. In all cases the peak resultant head velocity relative to the vehicle was greater than the initial impact speed of the vehicle. Corridors of resultant head velocity relative to the vehicle were also developed, bounded by the velocities observed in these tests combined with those predicted to occur if the PMHS necks were perfectly rigid. These results, along with the other kinematic and kinetic data presented, provide a resource for future pedestrian dummy development and evaluation.

Survival Model for Foot and Leg High Rate Axial Impact Injury Data

Objectives: Understanding how lower extremity injuries from automotive intrusion and underbody blast (UBB) differ is of key importance when determining whether automotive injury criteria can be applied to blast rate scenarios. This article provides a review of existing injury risk analyses and outlines an approach to improve injury prediction for an expanded range of loading rates. This analysis will address issues with existing injury risk functions including inaccuracies due to inertial and potential viscous resistance at higher loading rates.Methods: This survival analysis attempts to minimize these errors by considering injury location statistics and a predictor variable selection process dependent upon failure mechanisms of bone. Distribution of foot/ankle/leg injuries induced by axial impact loading at rates characteristic of UBB as well as automotive intrusion was studied and calcaneus injuries were found to be the most common injury; thus, footplate force was chosen as the main predictor variable because of its proximity to injury location to prevent inaccuracies associated with inertial differences due to loading rate. A survival analysis was then performed with age, sex, dorsiflexion angle, and mass as covariates. This statistical analysis uses data from previous axial postmortem human surrogate (PMHS) component leg tests to provide perspectives on how proximal boundary conditions and loading rate affect injury probability in the foot/ankle/leg (n = 82).Results: Tibia force-at-fracture proved to be up to 20% inaccurate in previous analyses because of viscous resistance and inertial effects within the data set used, suggesting that previous injury criteria are accurate only for specific rates of loading and boundary conditions. The statistical model presented in this article predicts 50% probability of injury for a plantar force of 10.2 kN for a 50th percentile male with a neutral ankle position. Force rate was found to be an insignificant covariate because of the limited range of loading rate differences within the data set; however, compensation for inertial effects caused by measuring the force-at-fracture in a location closer to expected injury location improved the model's predictive capabilities for the entire data set.Conclusions: This study provides better injury prediction capabilities for both automotive and blast rates because of reduced sensitivity to inertial effects and tibia–fibula load sharing. Further, a framework is provided for future injury criteria generation for high rate loading scenarios. This analysis also suggests key improvements to be made to existing anthropomorphic test device (ATD) lower extremities to provide accurate injury prediction for high rate applications such as UBB.

Variation of bone layer thicknesses and trabecular volume fraction in the adult male human calvarium

The human calvarium is a sandwich structure with two dense layers of cortical bone separated by porous cancellous bone. The variation of the three dimensional geometry, including the layer thicknesses and the volume fraction of the cancellous layer across the population, is unavailable in the current literature. This information is of particular importance to mathematical models of the human head used to simulate mechanical response. Although the target geometry for these models is the median geometry of the population, the best attempt so far has been the scaling of a unique geometry based on a few median anthropometric measurements of the head. However, this method does not represent the median geometry.This paper reports the average three dimensional geometry of the calvarium from X-ray computed tomography (CT) imaging and layer thickness and trabecular volume fraction from micro CT (μCT) imaging of ten adult male post-mortem human surrogates (PMHS). Skull bone samples have been obtained and μCT imaging was done at a resolution of 30μm. Monte Carlo simulation was done to estimate the variance in these measurements due to the uncertainty in image segmentation. The layer thickness data has been averaged over areas of 5mm2. The outer cortical layer was found to be significantly (p<0.01; Student's t test) thicker than the inner layer (median of thickness ratio 1.68). Although there was significant location to location difference in all the layer thicknesses and volume fraction measurements, there was no trend. Average distribution and the variance of these metrics on the calvarium have been shown. The findings have been reported as colormaps on a 2D projection of the cranial vault.

Post Mortem Human Surrogate Injury Response of the Pelvis and Lower Extremities to Simulated Underbody Blast.

Military vehicle underbody blast (UBB) is the cause of many serious injuries in theatre today; however, the effects of these chaotic events on the human body are not well understood. The purpose of this research was to replicate both UBB loading conditions and investigate occupant response in a controlled laboratory setting. In addition to better understanding the response of the human to high rate vertical loading, this test series also aimed to identify high rate injury thresholds. Ten whole body post mortem human surrogate (PMHS) tests were completed using the University of Virginia's ODYSSEY simulated blast rig under a range of loading conditions. Seat pan accelerations ranged from 291 to 738 g's over 3 ms of positive phase duration, and foot pan accelerations from 234 to 858 g's over 3 ms of positive phase duration. Post-test computed tomography (CT) scans and necropsies were performed to determine injuries, and revealed a combination of pelvic, lumbar, thoracic, and lower extremity injuries. The research in this paper discusses pelvis and lower extremity injuries under high rate vertical loads.

Occupant Kinematics in Laboratory Rollover Tests: ATD Response and Biofidelity.

Rollover crashes are a serious public health problem in United States, with one third of traffic fatalities occurring in crashes where rollover occurred. While it has been shown that occupant kinematics affect the injury risk in rollover crashes, no anthropomorphic test device (ATD) has yet demonstrated kinematic biofidelity in rollover crashes. Therefore, the primary goal of this study was to assess the kinematic response biofidelity of six ATDs (Hybrid III, Hybrid III Pedestrian, Hybrid III with Pedestrian Pelvis, WorldSID, Polar II and THOR) by comparing them to post mortem human surrogate (PMHS) kinematic response targets published concurrently; and the secondary goal was to evaluate and compare the kinematic response differences among these ATDs. Trajectories (head, T1, T4, T10, L1 and sacrum), spinal segment (head-to-T1, T1-to-T4, T4-T10, T10-L1, and L1-to-sacrum) rotations relative to the rollover buck, and spinal segment extension/compression were calculated from the collected kinematics data from an optical motion tracking system. Response differences among the ATDs were observed mainly due to the different lateral bending stiffness of the spine from their varied architecture, while the additional thoracic joint in Polar II and THOR did not seem to provide more flexion/extension compliance than the other ATDs. In addition, the ATD response data were compared to PMHS response corridors developed from similar tests for assessing ATD biofidelity. All of the ATDs, generally, drifted outboard and upward during the tests similar to the PMHS. However, accompanied with this upward and outward motion, the ATD head and upper torso pitched forward (~10 degrees) while the PMHS' head and upper torso pitching rearward (~10 to ~15 degrees), due to the absence of flexion/extension compliance in the ATD spine. The differences in these pitch motions resulted in a difference of 130 mm to 160 mm in the longitudinal position of the head at 195 degrees of roll angle. Finally, substantially less lateral spinal bending was also observed in the ATDs compared to the PMHS. The results of the current study suggests there is greater upper spine flexion/extension, and lateral bending stiffness in all of the ATDs in comparison to the PMHS, and provided information for improvement of ATD biofidelity in future for rollover crashes.

Variation in the human ribs geometrical properties and mechanical response based on X-ray computed tomography images resolution

Computational models of the human body are commonly used for injury prediction in automobile safety research. To create these models, the geometry of the human body is typically obtained from segmentation of medical images such as computed tomography (CT) images that have a resolution between 0.2 and 1mm/pixel. While the accuracy of the geometrical and structural information obtained from these images depend greatly on their resolution, the effect of image resolution on the estimation of the ribs geometrical properties has yet to be established. To do so, each of the thirty-four sections of ribs obtained from a Post Mortem Human Surrogate (PMHS) was imaged using three different CT modalities: standard clinical CT (clinCT), high resolution clinical CT (HRclinCT), and microCT. The images were processed to estimate the rib cross-section geometry and mechanical properties, and the results were compared to those obtained from the microCT images by computing the ‘deviation factor’, a metric that quantifies the relative difference between results obtained from clinCT and HRclinCT to those obtained from microCT. Overall, clinCT images gave a deviation greater than 100%, and were therefore deemed inadequate for the purpose of this study. HRclinCT overestimated the rib cross-sectional area by 7.6%, the moments of inertia by about 50%, and the cortical shell area by 40.2%, while underestimating the trabecular area by 14.7%. Next, a parametric analysis was performed to quantify how the variations in the estimate of the geometrical properties affected the rib predicted mechanical response under antero-posterior loading. A variation of up to 45% for the predicted peak force and up to 50% for the predicted stiffness was observed. These results provide a quantitative estimate of the sensitivity of the response of the FE model to the resolution of the images used to generate it. They also suggest that a correction factor could be derived from the comparison between microCT and HRclinCT images to improve the response of the model developed based on HRclinCT images.

Failure biomechanical responses of isolated and intact human thoracic spine structures

This review paper presents an initial synthesis of thoracic spine data from postmortem human surrogate (PMHS) experiments. Data from component, functional and multi-segmental spine units, and intact thoracic column and PMHS models are synthesised using the peak failure force, deflection, stiffness and energy parameters. These responses are evaluated based on two age groups and at low and high strain rates for the upper, middle and lower thoracic spine regions. The analysis shows the complexity of the thoracic spine response to external loading and emphasises the need to obtain data from additional tests by increasing sample sizes and use of other uniaxial and combined loading modes to delineate injuries, injury mechanisms and develop injury risk functions for the development and validation of biofidelic manikins for occupant safety in motor vehicle, sports and military environments including underbody body blast loadings.

The Six Degrees of Freedom Motion of the Human Head, Spine, and Pelvis in a Frontal Impact

Objective: The goal of this study is to characterize the in situ 6-degree-of-freedom kinematics of the head, 3 vertebrae (T1, T8, and L2), and the pelvis in a 40 km/h frontal impact. Methods: Three postmortem human surrogates (PMHS) were exposed to a deceleration of 15 g over 125 ms and the motion of selected anatomical structures (head, T1, T8, L2, and pelvis) was tracked at 1000 Hz using an optoelectric stereophotogrammetric system. Displacements of the analyzed structures are reported in the sagittal and the transverse planes. Rotations of the structures are described using the finite helical axis of the motion. Results: Anterior displacements were 530.5 ± 39.4 mm (head), 434.7 ± 20.0 mm (T1), 353.3 ± 29.6 mm (T8), 219.9 ± 19.3 mm (L2), and 78.9 ± 22.1 mm (pelvis). The ratio between peak anterior and lateral displacement was up to 19 percent (T1) and 26 percent (head). Magnitudes of the rotation of the head (69.9 ± 1.5°), lumbar (66.5 ± 9.1°), and pelvis (63.8 ± 11.8°) were greater than that of the thoracic vertebrae (T1: 49.1 ± 7.8°; T8: 47.7 ± 6.3°). Thoracic vertebrae exhibited a complex rotation behavior caused by the asymmetric loading of the shoulder belt. Rotation of the lumbar vertebra and pelvis occurred primarily within the sagittal plane (flexion). Conclusion: Despite the predominance of the sagittal motion of the occupant in a pure (12 o’clock) frontal impact, the asymmetry of belt loading induced other relevant displacements and rotations of the head and thoracic spine. Attempts to model occupant kinematics in a frontal impact should consider these results to biofidelically describe the interaction of the torso with the belt.

Effects of acceleration level on lumbar spine injuries in military populations

Background contextClinical studies have indicated that thoracolumbar trauma occurs in the civilian population at its junction. In contrast, injury patterns in military populations indicate a shift to the inferior vertebral levels of the lumbar spine. Controlled studies offering an explanation for such migrations and the associated clinical biomechanics are sparse in literature. PurposeThe goals of this study were to investigate the potential roles of acceleration loading on the production of injuries and their stability characteristics using a human cadaver model for applications to high-speed aircraft ejection and helicopter crashes. Study designBiomechanical laboratory study using unembalmed human cadaver lumbar spinal columns. MethodsThoracolumbar columns from post-mortem human surrogates were procured, x-rays taken, intervertebral joints and bony components evaluated for degeneration, and fixed using polymethylmethacrylate. The inferior end was attached to a platform via a load cell and uniaxial accelerometer. The superior end was attached to the upper metal platform via a semi-circular cylinder. The pre-flexed specimen was preloaded to simulate torso mass. The ends of the platform were connected to the vertical post of a custom-designed drop tower. The specimen was dropped inducing acceleration loading to the column. Axial force and acceleration data were gathered at high sampling rates, filtered, and peak accelerations and inertia-compensated axial forces were obtained during the loading phase. Computed tomography images were used to identify and classify injuries using the three-column concept (stable vs. unstable trauma). ResultsThe mean age, total body mass, and stature of the five healthy degeneration-free specimens were 42 years, 73 kg, and 167 cm. The first two specimens subjected to peak accelerations of approximately 200 m/sec2 were classified as belonging to high-speed aircraft ejection-type and the other three specimens subjected to greater amplitudes (347–549 m/sec2) were classified as belonging to helicopter crash-type loadings. Peak axial forces for all specimens ranged from 4.8 to 7.2 kN. Ejection-type loaded specimens sustained single-level injuries to the L1 vertebra; one injury was stable and the other was unstable. Helicopter crash-type loaded specimens sustained injuries at inferior levels, including bilateral facet dislocation at L4–L5 and L2–L4 compression fractures, and all specimens were considered unstable at least at one spinal level. ConclusionsThese findings suggest that the severity of spinal injuries increase with increasing acceleration levels and, more importantly, injuries shift inferiorly from the thoracolumbar junction to lower lumbar levels. Acknowledging that the geometry and load carrying capacity of vertebral bodies increase in the lower lumbar spine, involvement of inferior levels in trauma sparing the superior segments at greater acceleration inputs agree with military literature of caudal shift in injured levels. The present study offers an experimental explanation for the clinically observed caudal migration of spinal trauma in military populations as applied to high-speed aircraft ejection catapult and helicopter crashes.

Virtual traumatology of pregnant women: The PRegnant car Occupant Model for Impact Simulations (PROMIS)

This study report documents the development of a finite element (FE) model for analyzing trauma in pregnant women involved in road accidents and help the design of a specific safety device. The model is representative of a 50th percentile pregnant woman at 26 weeks of pregnancy in sitting position. To achieve this, the HUMOS 2 model, which has been validated in a wide range of dynamic tests, was scaled to the morphology of a woman in the 50th percentile and coupled with a model of gravid uterus. During scaling, special attention was paid to the pelvic region which is known to differ considerably in morphological terms between men and women. The gravid uterus model includes a placenta, a fetus, uterosacral ligaments and the amniotic fluid by means of fluid structure interaction formulation. The uterus and the female model were coupled using an original method whereby the growth of an uterus was simulated to compress the abdominal organs in a realistic manner. The model was validated based on experimental tests described in the literature. Additional tests based on abdominal loadings with a seatbelt on Post Mortem Human Surrogates (PMHS) coupled to silicone uterus were also performed.Results highlighted the role of the possible interaction of the fetus in the pregnant woman abdominal response. Experimental corridors taking into account the presence of this fetus could therefore be proposed.