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Assessment of Several THOR Thoracic Injury Criteria based on a New Post Mortem Human Subject Test Series and Recommendations. 基于新的死后人体试验系列和建议的几种THOR胸部损伤标准的评估。
Q2 Medicine Pub Date : 2019-11-01 DOI: 10.4271/2019-22-0012
Xavier Trosseille, Philippe Petit, Jérôme Uriot, Pascal Potier, Pascal Baudrit

Several studies, available in the literature, were conducted to establish the most relevant criterion for predicting the thoracic injury risk on the THOR dummy. The criteria, such as the maximum deflection or a combination of parameters including the difference between the chest right and left deflections, were all developed based on given samples of Post Mortem Human Subject (PMHS). However, they were not validated against independent data and they are not always consistent with the observations from field data analysis. For this reason, 8 additional PMHS and matching THOR tests were carried out to assess the ability of the criteria to predict risks. Accident investigations showed that a reduction of the belt loads reduces the risk of rib fractures. Two configurations with different levels of force limitation were therefore chosen. A configuration representing an average European vehicle was chosen as a reference. It consists of a 3-point belt with a 3.5 kN and then 2 kN digressive limiter, combined with a 54-liter airbag. For better reproducibility and durability, the tests were performed with a pre-inflated bag and a semi-rigid seat. In this first configuration, the THOR dummy had a maximum resulting deflection of 43 mm. To differentiate the criteria, the second configuration was chosen such that it resulted in about the same deflection on the THOR dummy, but with a 5 kN belt force limitation combined with a lower pressure airbag. To reach this target of 43 mm, the pulse severity was lowered. Some criteria were higher in this second configuration, which allows them to be distinguished from the maximum deflection criterion. Four tests on four PMHS were performed in each configuration. The injury assessments showed that the total number of fractures was almost the same in both configurations, but that the number of separated fractures was greater in the 5 kN configuration. 25% of the subjects sustained AIS >3 injuries related to the number of displaced fractures in the 3.5/2 kN load limitation configuration. The result increased to 75% in the 5kN configuration. In total, 8 PMHS and the matching THOR tests were performed and used to assess the ability of the thoracic criteria to predict rib fractures in 2 types of chest loading configurations. The test results did not allow to conclude on the relevance of the criteria measured on the THOR dummy for the total number of rib fractures identified at autopsy (NFR). However, clearly different assessments for separated rib fractures (NSFR), make it possible to differentiate the criteria. The maximum resultant deflection failed to properly predict separated rib fractures while other criteria that include the left-to-right rib deflection difference did.

为了确定预测THOR假人胸部损伤风险的最相关标准,进行了几项文献研究。标准,如最大偏转或包括胸部左右偏转差异在内的参数组合,都是基于给定的死后人体受试者(PMHS)样本制定的。然而,这些方法并没有经过独立数据的验证,也并不总是与现场数据分析的观察结果一致。为此,进行了8项额外的PMHS和匹配的THOR测试,以评估标准预测风险的能力。事故调查表明,减少皮带负荷可以降低肋骨骨折的风险。因此选择了两种不同程度的力限制结构。选择代表普通欧洲车辆的配置作为参考。它包括一个3点皮带与3.5千牛,然后2千牛的偏离限制器,结合了一个54升的安全气囊。为了更好的再现性和耐久性,测试使用预充气袋和半刚性座椅进行。在第一种配置中,THOR假人的最大挠度为43毫米。为了区分标准,选择了第二种配置,使THOR假人产生大致相同的挠度,但带力限制为5 kN,并结合了较低压力的安全气囊。为了达到43毫米的目标,降低了脉冲强度。在第二种配置中,一些标准更高,这使得它们与最大挠度标准区分开来。每种配置对4个PMHS进行了4次测试。损伤评估表明,两种配置下的裂缝总数几乎相同,但5 kN配置下的分离裂缝数量更多。在3.5/2 kN载荷限制配置下,25%的受试者出现与移位骨折数量相关的AIS >3损伤。结果在5kN配置中增加到75%。总共进行了8次PMHS和匹配的THOR试验,并用于评估胸廓标准在两种胸腔负荷配置下预测肋骨骨折的能力。测试结果并不能得出THOR假人所测量的标准与尸检中确定的肋骨骨折总数(NFR)的相关性。然而,对分离性肋骨骨折(NSFR)的不同评估使得区分标准成为可能。最大结果挠度不能正确预测分离性肋骨骨折,而包括左右肋骨挠度差异在内的其他标准可以。
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引用次数: 1
A Sensor Suite for Toeboard Three-Dimensional Deformation Measurement During Crash. 碰撞过程中足尖三维变形测量传感器套件。
Q2 Medicine Pub Date : 2019-11-01 DOI: 10.4271/2019-22-0014
Mengyu Song, Cong Chen, Tomonari Furukawa, Azusa Nakata, Shinsuke Shibata

This paper presents the development of a sensor suite that is used to measure the toeboard threedimensional (3D) dynamic deformation during a crash test, along with the methodology to use the sensor suite for toeboard measurement. The sensor suite consists of three high-speed cameras, which are firmly connected through a rigid metal frame. Two cameras, facing directly towards the toeboard, measure the shape of the toeboard through stereovision. The third camera, facing the ground, is equipped with a three-axis gyroscope and a three-axis accelerometer and localizes the sensor suite globally for removing the vibration of the sensor suite. The sensor suite was mounted onto the car through car seat mounting bolt holes, and a hole was made on the floor to let the downward camera see the ground. A pipeline using the data collected by the sensor suite is also introduced in this paper. A 56 km/h frontal barrier crash test was conducted to validate the capability of the sensor suite and a sled test was conducted to test the measuring accuracy of the purposed system. The results show that the proposed sensor suite identified its position and orientation, which allowed the removal of vibration of the stereo camera. The measuring accuracy, which is neither temporal nor positional, was 1.3 mm. The proposed methodology, as a result, has measured the global 3D deformation of the toeboard during crash with a measuring accuracy of 1.3mm.

本文介绍了一种传感器套件的开发,该传感器套件用于测量碰撞试验中脚趾板的三维(3D)动态变形,以及使用该传感器套件进行脚趾板测量的方法。传感器套件由三个高速摄像机组成,它们通过刚性金属框架牢固地连接在一起。两个摄像头,正对着脚板,通过立体视觉测量脚板的形状。第三个摄像头面向地面,配备三轴陀螺仪和三轴加速度计,并将传感器套件全局定位,以消除传感器套件的振动。传感器套件通过汽车座椅安装螺栓孔安装在汽车上,并在地板上打了一个洞,让向下的摄像头看到地面。本文还介绍了利用传感器采集数据的流水线。为了验证传感器套件的性能,进行了56公里/小时的正面屏障碰撞测试,并进行了雪橇测试,以测试目标系统的测量精度。结果表明,所提出的传感器套件能够识别其位置和方向,从而消除了立体摄像机的振动。测量精度为1.3 mm,既不考虑时间,也不考虑位置。因此,所提出的方法以1.3mm的测量精度测量了碰撞过程中脚趾板的整体3D变形。
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引用次数: 1
Pedestrian Detection During Vehicle Backing Maneuvers Using Ultrasonic Parking Sensors. 利用超声波泊车传感器检测车辆倒车过程中的行人。
Q2 Medicine Pub Date : 2019-11-01 DOI: 10.4271/2019-22-0015
Yasuhiro Matsui, Naruyuki Hosokawa, Shoko Oikawa

Ultrasonic parking sensors are an active technology designed to alert drivers to the presence of objects behind their vehicle but not the presence of a human. The purpose of this study was therefore to ascertain if these sensor systems can successfully detect a human subject. We accordingly conducted experiments using four vehicles equipped with both rear-facing center and corner ultrasonic parking sensor systems to determine the detection distance between the vehicle and a 1-m tall, 75-mm diameter pipe, a child, an adult woman, and an adult man. The detection of human subjects was evaluated under front-facing and side-facing conditions behind each vehicle. The results indicate that for a front-facing and side-facing child, the center sensor detection distances were 50-84% and 32-64%, respectively, shorter than that of the pipe. For front-facing and side-facing adults, the center sensor detection distances were just less than or roughly equivalent to that of the pipe at 89-102% and 78-97%, respectively. A similar trend was seen for the corner sensors. Notably, under the side-facing condition, the sensor detection distances were slightly shorter for all subjects than under the front-facing condition. These results reveal that ultrasonic parking sensor systems can not only detect objects but also humans, indicating that ultrasonic sensors are an available countermeasure to prevent backover accidents involving pedestrians. To address the shorter detection distance of children, a combination of ultrasonic parking sensors with other systems, such as backup cameras, may be more effective for avoiding backover collisions.

超声波泊车传感器是一种主动技术,旨在提醒司机车后有物体存在,但不是人的存在。因此,这项研究的目的是确定这些传感器系统是否可以成功地检测到人类受试者。因此,我们使用四辆同时配备了后向中心和角落超声波停车传感器系统的车辆进行了实验,以确定车辆与1米高,直径75毫米的管道,儿童,成年妇女和成年男子之间的检测距离。在每辆车后面的正面和侧面条件下评估人类受试者的检测。结果表明,对于正面和侧面儿童,中心传感器的检测距离分别比管道短50-84%和32-64%。对于正面和侧面的成虫,中心传感器的探测距离分别为89-102%和78-97%,略小于或大致相当于管道的探测距离。转角传感器也出现了类似的趋势。值得注意的是,在侧面条件下,所有受试者的传感器检测距离都略短于正面条件下。这些结果表明,超声波停车传感器系统不仅可以检测到物体,还可以检测到人,这表明超声波传感器是防止涉及行人的倒车事故的有效对策。为了解决儿童的检测距离较短的问题,超声波停车传感器与其他系统(如倒车摄像头)的组合可能会更有效地避免倒车碰撞。
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引用次数: 4
Human Response and Injury Resulting from Head Impacts with Unmanned Aircraft Systems. 无人机系统头部撞击造成的人体反应和伤害。
Q2 Medicine Pub Date : 2019-11-01 DOI: 10.4271/2019-22-0002
David B Stark, Arrianna K Willis, Zach Eshelman, Yun-Seok Kang, Rakshit Ramachandra, John H Bolte, Matthew McCrink

Unmanned aircraft systems (UAS), commonly known as drones, are part of a new and budding industry in the United States. Economic and public benefits associated with UAS use across multiple commercial sectors are driving new regulations which alter the stringent laws currently restricting UAS flights over people. As new regulations are enacted and more UAS populate the national airspace, there is a need to both understand and quantify the risk associated with UAS impacts with the uninvolved public. The purpose of this study was to investigate the biomechanical response and injury outcomes of Post Mortem Human Surrogates (PMHS) subjected to UAS head impacts. For this work, PMHS were tested with differing UAS vehicles at multiple impact angles, locations and speeds. Using a custom designed launching device, UAS vehicles were accelerated into the frontal, parietal, or vertex portions of subjects' craniums at speeds up to 22 m/s. Of the 35 UAS impacts carried out, one AIS 2+ injury was observed: a 13 cm linear skull fracture resulting from a Phantom 3 impact. Additionally, injury risk curves used in automotive testing were found to over predict the risk of injury in UAS impact scenarios. Finally, localized skull deformation was observed during severe impacts; the effect that this deformation had on measured kinematics should be further evaluated. Overall, the study found that AIS 2+ head injuries may occur as a result of UAS impacts and that automotive injury metrics may not be able to accurately predict head injury risk in UAS impact scenarios.

无人驾驶飞机系统(UAS),通常被称为无人机,是美国新兴产业的一部分。与无人机在多个商业领域的使用相关的经济和公共利益正在推动新的法规,这些法规将改变目前限制无人机飞越人类的严格法律。随着新法规的颁布和越来越多的无人机进入国家空域,有必要了解和量化无人机对未参与公众的影响。本研究的目的是研究死后人类替代品(PMHS)在UAS头部撞击下的生物力学反应和损伤结果。在这项工作中,PMHS与不同的UAS车辆在不同的撞击角度、位置和速度下进行了测试。使用定制设计的发射装置,无人机以高达22米/秒的速度加速进入受试者头盖骨的前部、顶骨或顶点部分。在35例UAS撞击中,观察到一例AIS 2+损伤:由Phantom 3撞击导致的13厘米线性颅骨骨折。此外,在汽车测试中使用的伤害风险曲线被发现过度预测了无人机撞击场景下的伤害风险。最后,在严重撞击时观察到局部颅骨变形;这种变形对测量的运动学的影响应进一步评估。总体而言,该研究发现,无人机撞击可能导致AIS 2+头部损伤,而汽车损伤指标可能无法准确预测无人机撞击场景下的头部损伤风险。
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引用次数: 7
Far Side Impact Injury Threshold Recommendations Based on 6 Paired WorldSID / Post-Mortem Human Subjects Tests. 基于6对WorldSID /死后人类受试者试验的远侧碰撞损伤阈值建议。
Q2 Medicine Pub Date : 2019-11-01 DOI: 10.4271/2019-22-0005
Philippe Petit, Xavier Trosseille, Jérome Uriot, David Poulard, Pascal Potier, Pascal Baudrit, Sabine Compigne, Masato Kunisada, Kenji Tsurui

Far side has been identified in the literature as a potential cause of numerous injuries and fatalities. Euro NCAP developed a far side test protocol to be performed to assess adult protection. A monitoring phase was undertaken between January 2018 and December 2019, and the far side assessment will become part of the rating for all vehicles launched in 2020 onward. A test buck was developed and 6 paired WorldSID / Post Mortem Human Subjects (PMHS) were subjected to the test protocol proposed by Euro NCAP to contribute to the development of limits. The buck consisted of a rigid seat and a rigid central console covered with 50 mm of Ethafoam TM 180 with a density of 16 kg/m3. The buck was mounted on the sled with an angle of 75° between the X axis of the vehicle and the X axis of the sled. The peak head excursion was compared between PMHS and the WorldSID dummy. It was found reasonably similar. However, the dummy repeatability was found to be poor. Out of 6 tests conducted on 6 PMHS, 2 specimens sustained AIS3 and, 3 specimens AIS2 cervical spine injuries, 3 specimens sustained AIS3, 1 AIS2 and 1 AIS1 thoracic injuries, and 2 specimens sustained AIS2 abdominal injuries. The peak values recorded on the dummy according to the Euro NCAP protocol were compared with the injury assessments of the PMHS tests. In the configuration used, which includes a central console, the hard thorax injury prediction was found to be excellent. For the neck injury prediction, the data were merged with similar results available in the literature and an Injury Risk Curve was proposed as a derivative from the curve published by Mertz et al. (2003) for neck extension.

在文献中,远侧已被确定为许多伤害和死亡的潜在原因。欧洲NCAP制定了一项评估成人保护的远侧测试方案。2018年1月至2019年12月期间进行了监测阶段,远端评估将成为2020年以后推出的所有车辆评级的一部分。开发了一个测试buck,并对6对WorldSID / Post - Mortem Human Subjects (PMHS)进行了Euro NCAP提出的测试方案,以促进限值的制定。buck由一个刚性座椅和一个刚性中控台组成,上面覆盖了50mm密度为16 kg/m3的Ethafoam TM 180。buck以车辆X轴与雪橇X轴之间的75°夹角安装在雪橇上。比较PMHS与WorldSID假人的峰头偏移。人们发现它们相当相似。然而,假人的重复性很差。6例PMHS共进行6次试验,其中2例为AIS3型,3例为AIS2型颈椎损伤,3例为AIS3型,1例为AIS2型,1例为AIS1型胸椎损伤,2例为AIS2型腹部损伤。根据欧洲NCAP方案在假人上记录的峰值与PMHS试验的损伤评估进行比较。在使用的配置中,包括一个中控台,硬胸损伤预测被发现是很好的。对于颈部损伤预测,将数据与文献中类似的结果合并,并提出了损伤风险曲线,作为Mertz等人(2003)发表的颈部伸展曲线的导数。
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引用次数: 6
A Shoulder Injury Criterion for the EuroSID-2re Applicable in a Large Loading Condition Spectrum of the Military Domain. 一种适用于军事领域大载荷条件谱的EuroSID-2re肩伤判据。
Q2 Medicine Pub Date : 2019-11-01 DOI: 10.4271/2019-22-0006
Matthieu Lebarbé, Pascal Baudrit, Denis Lafont

The EuroSID-2re (ES-2re) is an Anthropometric Test Device (ATD) from the automotive domain designed for lateral impact. Since the 2000's, it has also been used by NATO armies to assess the risk of injury to armored vehicles occupants submitted to an Improvised Explosive Device (IED) attack. The resulting loading conditions from an explosion can vary a lot in term of impact velocity and duration. They range from high velocity impacts (~28 m/s), characterized by a short duration (~10 ms) corresponding to cases where the panel deforms under an explosion, to low velocity impacts (~4 m/s), ch aracterized by a long duration (~50 ms) similar to the automotive domain. The goal of the study is to develop a shoulder injury criterion for the EuroSID- 2re that is relevant over the whole loading conditions spectrum of the military domain. For that purpose, thirty-three laboratory ES-2re tests are conducted to replicate four PMHS shoulder impactor test series from the literature. Each test series corresponds to a different loading condition in term of impact velocity and duration: [28 m/s, 3 ms], [14 m/s, 9 ms], [7 m/s, 30 ms], [4 m/s, 50 ms]. The injury result (AIS 2015 scale) of each PMHS test is paired with the shoulder sensor force response signal of the corresponding ES-2re test, resulting in a sample of 75 paired-data. The proposed injury criterion resulting from the sample analysis is the straightened peak force Fs, which is an estimate of the peak of the external force applied to the shoulder. This criterion combines two metrics from the response signal of the shoulder force sensor Y-axis of the ES-2re ATD: the initial slope (S) and the peak (Fmax). The threshold value for a given injury risk depends on the duration of the impact: it is higher for the shorter duration. Thus, a third metric should be extracted from the ES-2re shoulder load cell: the duration of the force T. The present study proposes three force-duration threshold curves Fs=f(T) for low, medium, and high risks of shoulder AI2+ injury.

EuroSID-2re (ES-2re)是一款来自汽车领域的人体测量测试装置(ATD),专为横向碰撞设计。自2000年代以来,它也被北约军队用于评估装甲车辆乘员在简易爆炸装置(IED)袭击下受伤的风险。爆炸产生的载荷条件在冲击速度和持续时间方面变化很大。它们的范围从高速撞击(~28米/秒),其特征是持续时间短(~10毫秒),对应于爆炸下面板变形的情况,到低速撞击(~4米/秒),其特征是持续时间长(~50毫秒),类似于汽车领域。该研究的目的是为EuroSID- 2re制定一个肩伤标准,该标准与军事领域的整个载荷条件谱相关。为此,进行了33个实验室ES-2re试验,以复制文献中的四个PMHS肩部撞击试验系列。每个试验系列在冲击速度和持续时间方面对应不同的加载条件:[28 m/s, 3 ms], [14 m/s, 9 ms], [7 m/s, 30 ms], [4 m/s, 50 ms]。每个PMHS测试的损伤结果(AIS 2015量表)与相应ES-2re测试的肩传感器力响应信号配对,得到75个配对数据样本。从样本分析中得出的损伤标准是矫直的峰值力f,这是对施加在肩部的外力峰值的估计。该准则结合了ES-2re ATD肩力传感器y轴响应信号的两个指标:初始斜率(S)和峰值(Fmax)。给定伤害风险的阈值取决于撞击的持续时间:持续时间越短,阈值越高。因此,应该从ES-2re肩部称重传感器中提取第三个指标:力T的持续时间。本研究提出了三种力-持续时间阈值曲线f =f(T),分别用于低、中、高风险的肩部AI2+损伤。
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引用次数: 0
Factors Affecting Child Injury Risk in Motor-Vehicle Crashes. 机动车碰撞中影响儿童受伤风险的因素。
Q2 Medicine Pub Date : 2019-11-01 DOI: 10.4271/2019-22-0008
Marco Benedetti, Kathleen D Klinich, Miriam A Manary, Carol A C Flannagan

Current recommendations for restraining child occupants are based on biomechanical testing and data from national and international field studies primarily conducted prior to 2011. We hypothesized that analysis to identify factors associated with pediatric injury in motor-vehicle crashes using a national database of more recent police-reported crashes in the United States involving children under age 13 where type of child restraint system (CRS) is recorded would support previous recommendations. Weighted data were extracted from the National Automotive Sampling System General Estimates System (NASS-GES) for crash years 2010 to 2015. Injury outcomes were grouped as CO (possible and no injury) or KAB (killed, incapacitating injury, nonincapacitating injury). Restraint was characterized as optimal, suboptimal, or unrestrained based on current best practice recommendations. Analysis used survey methods to identify factors associated with injury. Factors with significant effect on pediatric injury risk include restraint type, child age, driver injury, driver alcohol use, seating position, and crash direction. Compared to children using optimal restraint, unrestrained children have 4.9 (13-year-old) to 5.6 (< 1-year-old) times higher odds of injury, while suboptimally restrained children have 1.1 (13-year-old) to 1.9 (< 1-year-old) times higher odds of injury. As indicated by the differences in odds ratios, effects of restraint type attenuate with age. Results support current best practice recommendations to use each stage of child restraint (rear-facing CRS, forward-facing harnessed CRS, belt-positioning booster seat, lap and shoulder belt) as long as possible before switching to the next step.

目前关于限制儿童乘员的建议是基于生物力学测试以及主要在2011年之前进行的国家和国际实地研究的数据。我们假设,利用美国警方最近报告的涉及儿童约束系统(CRS)类型的13岁以下儿童的撞车事故的国家数据库,分析确定与机动车碰撞中儿童受伤相关的因素,将支持先前的建议。加权数据提取自国家汽车抽样系统一般估计系统(NASS-GES) 2010年至2015年的碰撞年。损伤结果分为CO(可能且无损伤)或KAB(死亡、失能性损伤、非失能性损伤)。根据目前的最佳实践建议,约束被分为最优、次优或不受约束。分析采用调查方法确定与损伤相关的因素。对儿童伤害风险有显著影响的因素包括约束类型、儿童年龄、驾驶员损伤、驾驶员酒精使用、座椅位置和碰撞方向。与使用最佳约束的儿童相比,未受约束的儿童受伤几率高出4.9(13岁)至5.6(< 1岁)倍,而非最佳约束的儿童受伤几率高出1.1(13岁)至1.9(< 1岁)倍。比值比的差异表明,约束类型的影响随着年龄的增长而减弱。研究结果支持目前的最佳实践建议,即在切换到下一个步骤之前,尽可能长时间地使用儿童约束的每个阶段(面向后的CRS,面向前的安全带CRS,安全带定位助推器座椅,膝盖和肩带)。
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引用次数: 6
A Novel Approach to Scaling Age-, Sex-, and Body Size-Dependent Thoracic Responses using Structural Properties of Human Ribs. 一种利用人体肋骨结构特性来衡量年龄、性别和体型相关的胸部反应的新方法。
Q2 Medicine Pub Date : 2019-11-01 DOI: 10.4271/2019-22-0013
Yun-Seok Kang, John H Bolte, Jason Stammen, Kevin Moorhouse, Amanda M Agnew

Thoracic injuries are frequently observed in motor vehicle crashes, and rib fractures are the most common of those injuries. Thoracic response targets have previously been developed from data obtained from post-mortem human subject (PMHS) tests in frontal loading conditions, most commonly of mid-size males. Traditional scaling methods are employed to identify differences in thoracic response for various demographic groups, but it is often unknown if these applications are appropriate, especially considering the limited number of tested PMHS from which those scaling factors originate. Therefore, the objective of this study was to establish a new scaling approach for generating age-, sex-, and body size- dependent thoracic responses utilizing structural properties of human ribs from direct testing of various demographics. One-hundred forty-seven human ribs (140 adult; 7 pediatric) from 132 individuals (76 male; 52 female; 4 pediatric) ranging in age from 6 to 99 years were included in this study. Ribs were tested at 2 m/s to failure in a frontal impact scenario. Force and displacement for individual ribs were used to develop new scaling factors, with a traditional mid-size biomechanical target as a baseline response. This novel use of a large, varied dataset of dynamic whole rib responses offers vast possibilities to utilize existing biomechanical data in creative ways to reduce thoracic injuries in diverse vehicle occupants.

在机动车碰撞事故中经常观察到胸部损伤,而肋骨骨折是最常见的损伤。胸部反应靶点以前是从正面负荷条件下的死后人体受试者(PMHS)试验中获得的数据开发出来的,最常见的是中等身材的男性。传统的评分方法用于确定不同人群的胸部反应差异,但通常不知道这些应用是否合适,特别是考虑到测试的PMHS数量有限,这些评分因子来源于PMHS。因此,本研究的目的是建立一种新的缩放方法,利用从各种人口统计数据中直接测试的人类肋骨的结构特性来产生与年龄、性别和体型相关的胸部反应。147根肋骨(成人140根;7名儿童),来自132名个体(76名男性;52岁女性;年龄从6岁到99岁的4名儿童被纳入本研究。在正面碰撞场景中,肋骨以2m /s的速度进行了失效测试。单个肋骨的力和位移被用来开发新的比例因子,以传统的中型生物力学目标作为基线响应。这种对全肋骨动态反应数据集的新颖使用,为利用现有生物力学数据以创造性的方式减少不同车辆乘员的胸部损伤提供了巨大的可能性。
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引用次数: 3
Brain Strain from Motion of Sparse Markers. 稀疏标记运动引起的脑疲劳。
Q2 Medicine Pub Date : 2019-11-01 DOI: 10.4271/2019-22-0001
Zhou Zhou, Xiaogai Li, Svein Kleiven, Warren N Hardy

Brain strain secondary to head impact or inertial loading is closely associated with pathologic observations in the brain. The only experimental brain strain dataset under loadings close to traumatic levels was calculated by imposing the experimentally measured motion of markers embedded in the brain to an auxiliary model formed by triad elements (Hardy et al., 2007). However, fidelity of the calculated strain as well as the suitability of using triad elements for three-dimensional (3D) strain estimation remains to be verified. Therefore, this study proposes to use tetrahedron elements as a new approach to estimate the brain strain. Fidelity of this newly-proposed approach along with the previous triad-based approach is evaluated with the aid of three independently-developed finite element (FE) head models by numerically replicating the experimental impacts and strain estimation procedures. Strain in the preselected brain elements obtained from the whole head simulation exhibits good correlation with its tetra estimation and exceeds its triad estimation, indicating that the tetra approach more accurately estimates the strain in the preselected region. The newly calculated brain strain curves using tetra elements provide better approximations for the 3D experimental brain deformation and can be used for strain validation of FE models of human head.

继发于头部撞击或惯性负荷的脑劳损与脑部病理观察密切相关。在接近创伤水平的负荷下,唯一的实验脑应变数据集是通过将实验测量的嵌入大脑的标记物的运动施加到由三元元素组成的辅助模型中来计算的(Hardy等,2007)。然而,计算应变的保真度以及使用三元元进行三维(3D)应变估计的适用性仍有待验证。因此,本研究提出将四面体元素作为评估脑应变的新方法。通过三种独立开发的有限元(FE)头部模型,通过数值模拟实验冲击和应变估计过程,评估了这种新提出的方法与先前基于三元组的方法的保真度。全头部仿真得到的预选脑单元应变与其四元估计值具有良好的相关性,且优于三元估计值,说明四元方法对预选区域应变的估计更为准确。新计算的四元脑应变曲线能较好地逼近三维脑变形实验,可用于人头有限元模型的应变验证。
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引用次数: 33
Response Ratio Development for Lateral Pendulum Impact with Porcine Thorax and Abdomen Surrogate Equivalents. 猪胸腹替代物对侧摆冲击的反应比发展。
Q2 Medicine Pub Date : 2019-11-01 DOI: 10.4271/2019-22-0007
Jennifer L Yaek, John M Cavanaugh, Stephen W Rouhana

There has been recent progress over the past 10 years in research comparing 6-year-old thoracic and abdominal response of pediatric volunteers, pediatric post mortem human subjects (PMHS), animal surrogates, and 6-year-old ATDs. Although progress has been made to guide scaling laws of adult to pediatric thorax and abdomen data for use in ATD design and development of finite element models, further effort is needed, particularly with respect to lateral impacts. The objective of the current study was to use the impact response data of age equivalent swine from Yaek et al. (2018) to assess the validity of scaling laws used to develop lateral impact response corridors from adult porcine surrogate equivalents (PSE) to the 3-year-old, 6-year-old, and 10-year-old for the thorax and abdominal body regions. Lateral impact response corridors were created from 50th adult male PSE pendulum lateral impact T1, T14, and L6 accelerations and pendulum impact force time histories for the thorax and abdomen testing performed. The ISO 9790 scaling technique using length, mass, and elastic modulus scale factor formulas were used in conjunction with measured swine parameters to calculate scale factors for the PSE. In addition to calculation of pertinent test scale factors, response ratios for the pendulum impact tests were calculated. The scaling factors and response ratios determined for the porcine surrogates were compared to the already established ISO human lateral pendulum impact response ratios to determine whether a consistent pattern over the age levels described for the two sets of data (human and swine) exists. The actual lateral impact pendulum data, for both thoracic and abdominal regions, increases in magnitude and time duration from the 3-year-old PSE up to the 50th male PSE. This increase in magnitude and time duration is comparable to the human response corridors developed based on an impulse-momentum analysis and the elastic bending modulus derived from human skull bone. This pattern in the human impact response corridors was observed in the response ratio values and the swine response data. Based on the current study's findings, when utilizing the elastic modulus of human skull bone presented previously in research, thoracic and abdominal lateral pendulum impact response of PSE follows the general scaling laws, based on the impulse-momentum spring-mass model. The thoracic and abdominal lateral pendulum force impact response of PSE also follows the human scaled impact response corridors for lateral pendulum impact testing presented in previous research. The overall findings of the current study confirm, through actual swine testing of appropriate weight porcine surrogates, that scaling laws are applicable from the midsized-male adult down to the 3-year-old age level using human skull elastic modulus values established in previous research.

在过去的10年里,比较6岁儿童志愿者、儿童死后人类受试者(PMHS)、动物替代品和6岁ATDs的胸部和腹部反应的研究取得了最近的进展。虽然在指导成人到儿童胸腹数据的比例规律以用于ATD设计和有限元模型开发方面取得了进展,但还需要进一步努力,特别是在侧面影响方面。本研究的目的是利用Yaek等人(2018)的等效年龄猪的冲击反应数据,评估用于开发从成年等效猪(PSE)到3岁、6岁和10岁胸部和腹部身体区域横向冲击反应走廊的缩放定律的有效性。从50名成年男性PSE钟摆横向冲击T1、T14和L6的加速度和钟摆冲击力时间历史中创建横向冲击响应走廊,进行胸腔和腹部测试。采用ISO 9790标度技术,使用长度、质量和弹性模量的标度因子公式,结合测量的猪参数,计算PSE的标度因子。除了计算相关的试验尺度因子外,还计算了摆锤冲击试验的响应比。将猪替代品确定的比例因子和反应比与已经建立的ISO人类侧摆冲击反应比进行比较,以确定两组数据(人类和猪)在年龄水平上是否存在一致的模式。从3岁的PSE患者到50岁的男性PSE患者,实际的横向冲击摆数据在幅度和持续时间上都有所增加。这种幅度和持续时间的增加与基于脉冲动量分析和从人类颅骨导出的弹性弯曲模量开发的人类反应走廊相当。人类影响响应走廊的这种模式在响应比率值和猪响应数据中被观察到。基于本研究的发现,在利用前人研究的人颅骨弹性模量时,PSE的胸腹侧摆冲击响应遵循一般的标度规律,基于脉冲-动量弹簧-质量模型。PSE的胸腹侧摆力冲击响应也遵循前人研究中提出的人体尺度侧摆冲击试验的冲击响应走廊。通过对适当体重的猪替代物进行实际猪试验,本研究的总体结果证实,使用先前研究中建立的人类头骨弹性模量值,缩放定律适用于从中型成年男性到3岁的水平。
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引用次数: 0
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Stapp car crash journal
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