Seat Belt Research Articles

A radiographic and physical analysis of factors affecting seat belt position in sitting car seat

The characteristic subcutaneous hemorrhage along the seat belt in motor vehicle accidents is called the seat belt sign (SBS). The risk of organ injuries is especially high when abdominal SBS is located above the anterior superior iliac spine (ASIS). The purpose of this study analyzed the physical and radiographic factors of healthy volunteers sit on car seat that affect initial position of abdominal seat belt, namely “lap belt”, related to the seat belt injury. This study was examined prospectively relation between physical characteristics of one hundred healthy volunteers and lap belt position sitting the car seat. Physical findings were clarified age, sex, height, body mass index (BMI), and waist circumference. Radiographical findings were measured lumber lordosis (LL), sacral slope (SS), and initial lap belt position by marking with lead tape for the center and ASIS of the lap belt installed on the driver’s car seat. In the lateral X-ray image, we measured the horizontal distance (X-value) and vertical distance (Z-value) from the ASIS to the central marker. The lap belt angle was determined to measure the angle between the horizontal line and the straight line connecting the upper edges of the markers. Statistical analysis of the relationships between physical characteristics and radiological findings was performed. X-value and Z-value were positively correlated with body weight, BMI, and waist circumference, while the lap belt angle was negatively correlated with body weight, BMI, and waist circumference. The relationship between physical characteristics and the initial position of seat belt was analyzed. Since the lap belt is positioned higher than the ASIS in occupants with a high BMI, it is likely to cause seat belt injury. This analysis can help to develop safer seat belts and to enlighten car occupants.

Influence of Demographic Disparities on Seat Belt Compliance in an Urban Area (Washington, DC)

This study evaluated the potential influence of demographic factors on seat belt compliance rates in an urban area. Washington D.C., which is the capital of the United States, is an urban area with mixed and diverse population. The city (and all states) conducts seat belt compliance surveys annually as a requirement of the National Highway Traffic Safety Administration (NHTSA). This article used compliance rates obtained from the field for 2014 through 2020 and matched those with demographic data for the same timeframe. The demographic data for the city was obtained from the United States Census Bureau. Demographic variables including race, educational and income levels for the eight wards in Washington D.C. we extracted for analysis. Overall, seat belt compliance usage in Washington ranged from 93% to 95.7% between 2014 and 2020. Approximately 42.3% of its population are Caucasian while 43.9% are African Americans with the remaining being Asian, Hispanics and other races. In addition, seat belt usage was reported by ward. Using single factor analysis of variance, it was determined that compliance rates in the wards were not statistically influenced by race, educational level, or income level at 5% level of significance. However, when comparing yearly seatbelt compliance from 2014 to 2020, the compliance rates of 2014 versus 2019, and 2014 versus 2020 were determined to be statistically different. Seat belt use should be encouraged for everyone in all jurisdictions. The analysis shows that, in this urban area, the three demographic variables do not have any influence on the compliance rates.

What Could Go Wrong: Adults and Children Calibrate Predictions and Explanations of Others' Actions Based on Relative Reward and Danger.

When human adults make decisions (e.g., wearing a seat belt), we often consider the negative consequences that would ensue if our actions were to fail, even if we have never experienced such a failure. Do the same considerations guide our understanding of other people's decisions? In this paper, we investigated whether adults, who have many years of experience making such decisions, and 6‐ and 7‐year‐old children, who have less experience and are demonstrably worse at judging the consequences of their own actions, conceive others' actions as motivated both by reward (how good reaching one's intended goal would be), and by what we call “danger” (how badly one's action could end). In two pre‐registered experiments, we tested whether adults and 6‐ and 7‐year‐old children tailor their predictions and explanations of an agent's action choices to the specific degree of danger and reward entailed by each action. Across four different tasks, we found that children and adults expected others to negatively appraise dangerous situations and minimize the danger of their actions. Children's and adults' judgments varied systematically in accord with both the degree of danger the agent faced and the value the agent placed on the goal state it aimed to achieve. However, children did not calibrate their inferences about how much an agent valued the goal state of a successful action in accord with the degree of danger the action entailed, and adults calibrated these inferences more weakly than inferences concerning the agent's future action choices. These results suggest that from childhood, people use a degree of danger and reward to make quantitative, fine‐grained explanations and predictions about other people's behavior, consistent with computational models on theory of mind that contain continuous representations of other agents' action plans.

Automatic detection of vehicle occupancy and driver's seat belt status using deep learning

Automatic detection of vehicle occupancy and driver's seat belt status using deep learning

Intelligent Detection of Vehicle Driving Safety Based on Deep Learning

With the continuous increase in the number of cars, traffic safety problems are also becoming more and more serious, whether the driver wears a seat belt to protect the driver’s personal safety so that the problem can be solved in the event of a traffic accident. The author puts forward the research status of deep learning and convolutional neural network, as well as its theory and technology, and conducts in-depth analysis and research, a small target detection algorithm Deconv-SSD based on transposed convolution is proposed, driver area localization algorithm Squeeze-YOLO is based on lightweight model, and driver seat belt detection algorithm is based on semantic segmentation. Deconv-SSD achieves fast vehicle detection through depthwise separable convolution and fusion of multiresolution feature maps and then utilizes the salient features of the front windshield; through the method of lightweight feature extraction and the Squeeze-YOLO algorithm, the rapid positioning of the driver area is realized. Fast segmentation of seat belts is based on semantic segmentation algorithm and pruning technology in the positioning area, and by judging the maximum connected domain area after segmentation, the driver’s seat belt detection is realized. Experiments and data analysis are carried out on the proposed algorithm. When the image resolution is consistent with the feature extraction model, the average accuracy of Deconv-SSD is compared with the original SSD algorithm in the PASCALVOC public dataset, from 77.2% to 79.6%. In the self-made seat belt detection dataset, Squeeze-YOLO can reach 73 FPS when the average accuracy is 99.96%, the semantic segmentation algorithm accelerated by pruning achieves an accuracy of 94.87% at a speed of 305 FPS, and the validity of the experiment is verified.

Temporal-spatial evolution analysis of severe traffic violations using three functional forms of models considering the diurnal variation of meteorology

Traffic violations and crashes are inherently associated. Analysis of traffic violation frequency is a prerequisite for improvements in crash prevention and corresponding countermeasures. One of the essential works in the field of traffic violations relates to the exploration of the correlations between a certain violation type (e.g., speeding or safety belt use) and its causal factors (e.g., demographics and road types). Till now, the effects of spatiotemporal and meteorological factors on severe traffic violations, a general term for dangerous driving behaviors, have not been fully considered. Using the dataset consisting of daily severe traffic violations and meteorological conditions during 12 months in Jiangsu Province, China, violation performance functions were developed for three violation types (total violations, driving under the influence, and speeding) based on three models (Poisson regression, zero-inflated Poisson regression, and negative binomial model). The findings indicate that the negative binomial model has a better performance for traffic violation frequency estimation. Additionally, elastic analysis for three violation types relying on the negative binomial model was conducted to present the relationships between the explanatory variables and the expected violation frequency. The effects of spatiotemporal factors have revealed that the violation situations are significantly different in varying cities and the frequency of drunk driving shows a significant time instability. It is also found that rainy days will generate a decrease in the possibility of violation occurrence. With regard to temperature, a significant negative effect is found and the decrease in temperature will bring about an increase in violation frequency. Besides, traffic violation frequency is significantly increased during holidays with comfortable weather conditions. The conclusion of this study can provide insightful suggestions for the department of traffic enforcement to adjust the patrol plans according to the specified periods (weeks, months, or holidays) and weather conditions. Special rectification actions and targeted educational activities are also advised to be put forward simultaneously.

A naturalistic study of passenger seating position, posture, and restraint use in second-row seats

Objective The objective of the current study was to increase scientific understanding of rear-seat passenger seating position, postures, CRS use, and belt use through a naturalistic study. A secondary objective was to compare data from vehicles used in ride-hailing with data from other vehicles. Method Video cameras were installed in the passenger cabins of the vehicles of 75 drivers near the center of the windshield. The video data were downloaded after the vehicles were operated by their owners for two weeks. Video frames were sampled from near the ends and in the middle of each trip, and at five-minute intervals in trips longer than 15 min. A total of 7,323 frames with second-row passengers were manually coded. Results A total of 444 unique second-row passengers were identified in video frames from 1,188 trips taken in 65 of the 75 vehicles in the study. Two of the vehicles that were driven for commercial ride-hailing during the study period accounted for 199 (45%) of the passengers. Considering multiple passengers in some trips, a total of 1,899 passenger-trips were identified. For passengers not using child restraint systems (CRS), the belt use rate was 65% in the non-ride-hailing vehicles versus 32% among passengers in the ride-hailing vehicles. No CRS use was observed in the ride-hailing vehicles. Among children using backless boosters, the shoulder belt was lateral to the clavicle or under the arm in 26% of frames. Among belted passengers not using CRS, the belt was lateral to the clavicle or on the neck about 6% of the time. Belted passengers not using CRS were observed leaning to the left or right about 27% of the time, with leaning away from the shoulder belt more common than leaning into the belt. Conclusions This study is the first to report seating position, posture, and belt fit observations for a large naturalistic sample of second-row passengers that includes adult occupants. The data suggest that low rear seat belt use rates remain a concern, particularly in ride-hailing vehicles. Non-nominal belt placement and posture may also be common in second-row seating positions.

Экспериментальный анализ элементного состава материалов для изготовления газогенераторов модулей подушек безопасности автомобиля

The airbag is a part of the Supplementary Restraint System; along with the safety belt, it is the most important system that protects the driver and passengers if the vehicle collides with static or moving objects. Certain interrelated studies and measures are required so as to develop scientific, technical, design and technological foundations for producing airbag modules for various vehicle types: for example, determining the range of suitable domestic materials and alloys, as well as the compositions of pyrotechnic gas-generating charges to manufacture gas generators. We experimentally evaluated mechanical properties and elemental composition of materials that gas generator parts consist of, which allowed us to establish their domestic analogues. We determined the elemental chemical composition of pyrotechnic gas-generating charges (main and auxiliary) and the primer igniter charge. We used the following methods in our work: an experimental full-scale airbag module deactivation method for subsequently decomposing gas generators to obtain the necessary sample parts to investigate; a method for determining the microhardness of material samples to subsequently evaluate their ultimate tensile strengths; finally, laser-induced breakdown spectroscopy, X-ray fluorescence spectrometry, X-ray and infrared spectroscopy, ion and liquid chromatography, Raman spectroscopy and nuclear magnetic resonance to determine the elemental composition of materials

Duodenal transection following a seat belt injury: A case report.

Introduction and importanceThe rare presentation of duodenal injuries has led to a lack of guidelines for managing and diagnosing such cases. In most duodenal injuries, intramural hematoma and perforation are seen; however, complete resection of the duodenum is rare, which is seen in our case.Case presentationWe report a rare case of a 6-year-old boy who suffered from a complete isolated duodenal transection at the pylorus and a 90% transection at D3 and D4 following a seat-belt injury. The surgeon performed a primary anastomosis for the first part of the duodenum with pyloric exclusion. Then, primary repair with controlled fistula for the second transection at D3 and D4 and a gastrojejunostomy were performed. After further management, the patient was discharged with no further complaints.Clinical discussionDue to the retroperitoneal location of the duodenum, it is challenging to diagnose a duodenal injury. CT scan with contrast is considered the best diagnostic tool in the case of a duodenal injury. Treatment of duodenal injuries depends on the type of injury and the present level of damage. It is imperative to differentiate between a duodenal hematoma, a duodenal perforation, or a duodenal transection as the management for each complication differs.ConclusionNo official guidelines have been set in the case of management or diagnosis of duodenal transection. Based on our experience with this patient and similar literature, guidelines for managing and diagnosing duodenal transection should be set, and further studies on the matter are warranted.

Prototyping of Multi-Factors Based Vehicle Accident Detection and Reporting System Relying on GPS and GS

Several car accidents are reported everyday worldwide, and many fatalities and injuries occur that can be predicted and prevented. This paper does not focus on those accidents that get reported, but instead it focuses on the accidents that do not get reported and result in major injuries and fatalities that can be avoided by simple notification that can be sent to the right people at the right time, so that help can be sent even if the people in need of it are not capable of requesting it. The proposed system can be considered as a tool for the safety of the car passengers in addition to the already existing seat belts. The optimum speed of arrival of the help is achieved in this work by implementing GPS such that a website link that contains the exact location of the accident is sent in order to find the location of the accident instantly without having the people involved in the accident to have to report their location. This paper aims mainly to design a system that can detect one of three cases, the first one is when there is an accident and the air bags do not deploy, while the second case is when there is an accident, and the air bags are deployed, and the third case is an SOS message in case there was a need for it. Of course, there might happen a small accident that does not require the system to send a notification, so there is a switch that can be pushed in order to prevent the system from sending faulty alarms.

경량설계를 위한 고강도강 적용 Seat 보강재 차체 부품의 Seat Belt Anchorage 해석

일반강보다 더 높은 강도특성을 갖는 고강도강은 가격경쟁력 측면에서 비철금속이나 샌드위치 복합소재보다 경량재료로 각광받고 있다. 또한, 가공의 용이성 측면에서도 고강도강은 경량재료로 떠오르고 있다. 그러므로 본 연구에서는 부품의 두께를 줄여 경량화를 이루는 데 600 MPa 이상의 인장강도를 갖는 고강도강을 자동차 시트 보강재료에 적용하는 것을 목표로 하였다. 이를 위하여, FMVSS 210 북미법규를 만족하는 해석방법을 제시하였으며 해석 결과를 나타내었다. 자동차 시트 보강재료의 상부(upper) 판재에 적용된 SPFC340 소재와 하부(lower) 판재에 적용된 SCP1 소재를 상대적으로 성형성을 개선하여 개발된 고강도강인 TR590 및 DP590 소재로 대체하여 개발하였다. 이를 통해 각 부품의 충돌 안전성에 대한 경량화 가능성을 연구하였다. 연구 결과, 1.0 t의 고장력강을 적용하게 되면 앞 상부 시트벨트 보강재는 16.6%, 앞 하부 시트벨트 보강재는 28.6%의 경량화가 가능함을 확인하였다.

Observed relationships between driver and passenger restraint use in the front and rear seats

Objective Seat belt usage has increased substantially since the 1960s, yet driver use continues to affect passenger usage. Recent observational restraint use findings for Maryland will examine the relationship between driver and passenger usage, including adults and children in the rear seat. Methods Analyses were based on observational front and rear seat studies administered in parallel from 2016 to 2019. A statistically rigorous front seat project yielded weighted results among drivers and outboard passengers. A study of adults and children in the rear seat was based on a convenience sample of vehicles. Restraint usage results were presented as frequencies and proportions among occupants with known belt use, along with the 95% confidence interval for overall rates. Results Overall restraint usage rates averaged 90.9% in the front seat study and 81.1% in the rear seat sample. In vehicles with two front seat occupants and a belted driver, the proportion of belted passengers averaged 93.0% over four years. However, among unbelted drivers, only 41.6% of passengers were belted on average. In the rear seat study, an average of 82.7% were belted in vehicles driven by a restrained driver, differing for children (92.0%) versus adults (70.4%). Analysis of vehicles with an unbelted driver revealed an average of 45.0% of belted rear seat occupants, with a considerable difference for children (65.0%) compared with adults (21.0%). Conclusions Observational seat belt studies in Maryland in recent years have shown that, despite overall rates above 80%, passenger use in both the front and rear seats is associated with driver restraint use.

Analysis of Lap Belt Fit to Human Subjects using CT Images.

In vehicle collisions, the lap belt should engage the anterior superior iliac spine (ASIS). In this study, threedimensional (3D) shapes of bones and soft tissues around the pelvis were acquired using a computed tomography (CT) scan of 10 male and 10 female participants wearing a lap belt. Standing, upright sitting, and reclined postures were scanned using an upright CT and a supine CT scan system. In the upright sitting posture, the thigh height was larger with a higher BMI while the ASIS height did not change significantly with BMI. As a result, the height of the ASIS relative to the thigh (ASIS-thigh height) became smaller as the BMI increased. Because the thigh height of females was smaller than that of males, the ASIS-thigh height was larger for females than for males. As the ASIS-thigh height was larger, the overlap of the lap belt with the ASIS increased. Thus, the lap belt overlapped more with the ASIS for the females than for the males. The abdomen outer shape is characterized by the trouser cord formed valley, the torso/thigh junction, and the anterior convexity formed between them depending on the adipose tissues. The abdomen outer shapes changed from the standing, the reclined posture to the upright sitting posture. In the reclined sitting posture, the lap belt is positioned upward and rearward relative to the ASIS, and the overlap of the lap belt with the ASIS was smaller compared to the upright posture.

Self-reported Non-nominal Sitting in Passengers is Influenced by Age and Height.

Automotive safety devices, such as airbags and seatbelts, are generally designed for optimal performance when occupants adopt a "nominal" upright anatomical sitting position. While a driver's sitting behavior is largely influenced by the requirements of driving, a passenger may adopt any number of non-nominal positions and behaviors. Very few studies have investigated the behaviors that teen and adult passengers actually adopt. The present study investigates self-reported nonnominal sitting in passengers and quantifies the influence of age and anthropometrics on these behaviors. A better understanding of passenger behavior is a timely research topic because advanced sensors may eventually allow better detection of non-nominal sitting and the advent of autonomous vehicles increases the number of passengers and seating options. Ten online survey questions were created to assess how frequently non-nominal sitting was adopted. Results were obtained from 561 anonymous participants, ranging in age from 14 to 83 years old. Analyses included 1) averages for each question, 2) a statistical linear mixed model to test for the influence of age and height on responses, and 3) correlations between all questions. Statistical significance was set at p<0.05. In summary, there was a sizable percentage of participants who self-reported behaviors or sitting positions that potentially increase risk of injury. Younger subjects were significantly more likely to adopt non-nominal sitting. Shorter subjects adopted non-nominal foot position more often, while taller subjects' knees were significantly closer to the dash. Participants opted not to wear their seat belt in the rear seat more than the front seat.

THOR-05F Response in Sled Tests Inducing Submarining and Comparison with PMHS Response Corridors.

The Test Device for Human Occupant Restraint (THOR) is an advanced crash test dummy designed for frontal impact. Originally released in a 50th percentile male version (THOR-50M), a female 5th version (THOR-05F) was prototyped in 2017 (Wang et al., 2017) and compared with biofidelity sub-system tests (Wang et al., 2018). The same year, Trosseille et al. (2018) published response corridors using nine 5th percentile female Post Mortem Human Subjects (PMHS) tested in three sled configurations, including both submarining and non-submarining cases. The goal of this paper is to provide an initial evaluation of the THOR-05F biofidelity in a full-scale sled test, by comparing its response with the PMHS corridors published by Trosseille et al. (2018). Significant similarities between PMHS and THOR-05F were observed: as in Trosseille et al. (2018), the THOR-05F did not submarine in configuration 1, and submarined in configurations 2 and 3. The lap belt tension and seat forces were similar in magnitude. For configurations 2 and 3, the pelvis excursions were of the same order of magnitude between both human surrogates. However, significant differences were also observed: compared to the PMHS, the THOR-05F showed shoulder belt forces that were 1.6 to 2.1 times higher in magnitude, and lap belt force time histories that were delayed by 10 to 20 ms. In configuration 1, the chest and pelvis resultant accelerations of the dummy were delayed as well, and the pelvis excursion and rotation more than doubled that of the PMHS.

Validating the danger of vehicular protective devices and bowel injury

IntroductionProtective devices such as seat belts and airbags have improved the safety of motor vehicle occupants, but limited data suggest they may be associated with increased blunt bowel (small bowel or colon) injuries (BI). Unfortunately, this risk is unquantified. MethodsWe analyzed the National Trauma Data Bank (2017-2019) using ICD-10 codes to identify adult motor vehicle occupants with BI who underwent surgical repair. We used logistic regression modeling to compare the risk of undergoing surgical repair for BI after using a protective device. ResultsOf 2,848,592 injured patients, 475,546 (16.7%) were motor vehicle occupants. Only 1.2% (n = 5627/475,546) of patients underwent a bowel repair or resection. Using a seat belt only was associated with an adjusted OR of 2.09 (95% CI 1.91, 2.28) for undergoing a bowel repair/resection when adjusting for Injury Severity Score (ISS) and age. Airbag deployment without a seat belt had an adjusted OR of 1.46 (95% CI 1.31, 1.62), while both devices combined conferred an OR of 3.27 (95% CI 3.02, 3.54). However, using a seat belt was protective against death with an OR of 0.50 (95% CI 0.48, 0.53), adjusted for age, sex, Charlson Comorbidity Score, and ISS. ConclusionSeat belts and airbags are essential public health safety interventions and protect against death in motor vehicle-associated injuries. However, patients involved in MVCs with airbag deployment or while wearing a seat belt are at an increased risk of bowel injury requiring surgery compared to unrestrained patients, despite these events being relatively uncommon.

Comparison of the Injury Mechanism between Pregnant and Non-Pregnant Women Vehicle Passengers Using Car Crash Test Dummies.

This paper analyzes the kinematics and applied forces of pregnant and non-pregnant women dummies sitting in the rear seat during a frontal vehicle collision to determine differences in the features of abdominal injuries. Sled tests were conducted at 29 and 48 km/h with pregnant and non-pregnant dummies (i.e., MAMA IIB and Hybrid III). The overall kinematics of the dummy, resultant acceleration at the chest, transrational acceleration along each axis at the pelvis, and loads of the lap belt and shoulder belt were examined. The belt loads were higher for the MAMA IIB than for the Hybrid III because the MAMA IIB had a higher body mass than the Hybrid III. The differences in the lap belt loads were 1119 N at 29 km/h and 1981–2365 N at 48 km/h. Therefore, for restrained pregnant women sitting in the rear seat, stronger forces may apply to the lower abdomen during a high-velocity frontal collision. Our results suggest that for restrained pregnant women sitting in the rear seat, the severity of abdominal injuries and the risk of a negative fetal outcome depend on the collision velocity.

Unobtrusive Measurement of Physiological Features Under Simulated and Real Driving Conditions

Objective: For driver state estimation, physiological features might be promising input parameters. As cable-bound sensing of these parameters is impractical for ubiquitous monitoring, the measurement certainly has to be based on unobtrusive and contact-free technologies. In this work, unobtrusive methods for heart rate (HR) and respiration rate (RR) monitoring, including a hybrid imaging approach, are evaluated under simulated and real driving conditions. Methods: The feasability of unobtrusive methods was tested by comparing measurements from unobtrusive sensors to reference sensors. Under laboratory conditions, magnetic induction and photoplethysmography, both integrated into the seat belt, and hybrid imaging, combining visual and thermal imaging, were evaluated for RR sensing. In real driving, creating an urban and a rural scenario, sensing of RR by hybrid imaging and sensing of HR by a seat-integrated capacitive ECG were evaluated. Results: Under laboratory conditions, a reliable RR detection was possibly using all three sensor technologies. In real-world driving, a reliable HR and RR detection was possible during the rural scenario. In the urban scenario, only the RR detection was feasible. Due to motion artifacts, the capacitive ECG was disturbed and the HR detection impaired. Conclusion: The evaluated unobtrusive measurement systems can monitor physiological parameters during e.g. long-time driving on highways, but may not yet be feasible for monitoring during agile inner-city driving situations, due to motion artifacts. Therefore, future work should focus on artifact reduction. Significance: Physiological features might be used as input parameters for driver state estimation systems. This work presents unobtrusive sensing methods for these parameters.

Linear Address Spaces

The linear address space as a concept is unsafe at any speed, and it badly needs mandatory CHERI seat belts. But even better would be to get rid of linear address spaces entirely and go back to the future, as successfully implemented in the Rational R1000 computer 30-plus years ago.

Functions and Regulation of Meiotic HORMA-Domain Proteins.

During meiosis, homologous chromosomes must recognize, pair, and recombine with one another to ensure the formation of inter-homologue crossover events, which, together with sister chromatid cohesion, promote correct chromosome orientation on the first meiotic spindle. Crossover formation requires the assembly of axial elements, proteinaceous structures that assemble along the length of each chromosome during early meiosis, as well as checkpoint mechanisms that control meiotic progression by monitoring pairing and recombination intermediates. A conserved family of proteins defined by the presence of a HORMA (HOp1, Rev7, MAd2) domain, referred to as HORMADs, associate with axial elements to control key events of meiotic prophase. The highly conserved HORMA domain comprises a flexible safety belt sequence, enabling it to adopt at least two of the following protein conformations: one closed, where the safety belt encircles a small peptide motif present within an interacting protein, causing its topological entrapment, and the other open, where the safety belt is reorganized and no interactor is trapped. Although functional studies in multiple organisms have revealed that HORMADs are crucial regulators of meiosis, the mechanisms by which HORMADs implement key meiotic events remain poorly understood. In this review, we summarize protein complexes formed by HORMADs, discuss their roles during meiosis in different organisms, draw comparisons to better characterize non-meiotic HORMADs (MAD2 and REV7), and highlight possible areas for future research.