Biomechanical Aspects of Blunt and Penentrating Head Injuries

Yoganandan, Narayan; Pintar, Frank A.; Zhang, Jiangyue; Gennarelli, Thomas A.; Beuse, Nathaniel

doi:10.1007/1-4020-3796-1_18

Cited by 14 publications

(13 citation statements)

References 14 publications

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“…Comparison with estimated human tolerance levels [3,4] and injury statistics should improve the understanding of head injury mechanisms. A second aim was establish the headform features and test conditions needed to realistically simulate crashes, hence to review the oblique impact tests in helmet standards.…”

Section: Article In Pressmentioning

confidence: 99%

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FEA of oblique impact tests on a motorcycle helmet

Mills

Wilkes

Derler

et al. 2009

International Journal of Impact Engineering

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In accidents, motorcycle riders full-face helmets often make oblique impacts with road surfaces. Finite Element Analysis was used to predict the rotational and linear acceleration of a Hybrid II headform, representing a motorcyclist's head, in such impacts, considering the effects of friction at the head/helmet and helmet/road interfaces. Simulations of the oblique impact test in British Standard BS 6658 were validated by comparison with published data.This showed that COST 327 experimental data was largely determined by the friction coefficient (0.55) between the helmet shell and abrasive paper, and hardly affected by that between the head and helmet. Slip was predicted at the shell/paper interface throughout the impact, due to the high angular inertia of the helmet, and the normal force remaining below 3.5 kN. Simulations of more severe motorcycle helmet impacts explored the effects of impact site and direction, impact velocity components, helmet fit and the scalp. In these impacts, the higher velocity component normal to the road caused high frictional forces on the helmet shell, eventually causing it to roll on the road. The peak headform rotational accelerations, at some impact sites, were potentially injurious. The most effective method of reducing head rotational acceleration could be a reduction in the linear acceleration limit of the helmet standards.

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Section: Article In Pressmentioning

confidence: 99%

“…Excessive head rotational acceleration causes brain damage to animals [2]. Research [3,4] suggests that the rotational acceleration must exceed circa 10 krad s -2 in the mid-sagittal plane (dividing…”

Section: Introductionmentioning

confidence: 99%

FEA of oblique impact tests on a motorcycle helmet

Mills

Wilkes

Derler

et al. 2009

International Journal of Impact Engineering

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“…This type of acceleration often produces particular damage in motorcycle accidents, as the motorcyclist does not move effectively as a single free body during impact. Furthermore, the neck works as a joint and allows relative movements between the head and the rest of the body, as concluded by Newman (1980) and Yoganandan et al . (2005).…”

Section: Brain Injurymentioning

confidence: 86%

Materials and design issues for military helmets

Hamouda

Sohaimi

Zaidi

et al. 2012

Advances in Military Textiles and Personal Equipment

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“…The curves relating to AIS2 + (moderate to fatal) and AIS3 + (serious to fatal) were deemed to provide a suitable starting point for the purpose of this study. An AIS2 + head injury would start at unconsciousness for less than 1 h and an AIS3 + injury would start at unconsciousness for 1-6 h [17]. The equation for the AIS2 + and AIS3 + injury risk curves were [18] AIS2 + : P = …”

Section: Headmentioning

confidence: 99%

Investigating the injury risk in frontal impacts of Formula Student cars: a computer-aided engineering analysis

Davies

Gugliotta

2011

Proceedings of the Institution of Mechanical Engineers, Part D:

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This paper presents a parametric study of the injury risk in collisions of race cars designed for the European Formula Student competition. The study is motivated by the fact that only a limited assessment of driver safety is required for this competition. The approach was to model a Formula Student car in a mathematical dynamic model environment. A parametric study was then carried out to investigate the sensitivity of injury to various system variables. These were the crash pulse, the occupant stature, and the occupant posture. These system variables, under close examination, can be changed to alter the occupant kinematics or, in other words, they change the injury risk. The results of the analysis showed that the risk of injury in a frontal impact was dependent on the system variables. The risk of an abbreviated injury scale (AIS)2 + injury was 22.3 per cent in the baseline constant-g test, increasing to 35.2 per cent in the worst case. For AIS3 + the values were 5.1 per cent and 11 per cent, respectively. The study also showed that the occupant restraint conditions in a Formula Student car had a significant influence on the distribution of the injury risk between the body regions. The variation in the injury risk highlighted by this study, both in absolute terms and in the distribution between the body regions, showed that there are limitations to the use of vehicle kinematics in their current guise as a predictive tool for the injury risk. The results of this study represent a significant step in the understanding of the injury risk in a Formula Student frontal impact.

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Biomechanical Aspects of Blunt and Penentrating Head Injuries

Cited by 14 publications

References 14 publications

FEA of oblique impact tests on a motorcycle helmet

FEA of oblique impact tests on a motorcycle helmet

Materials and design issues for military helmets

Investigating the injury risk in frontal impacts of Formula Student cars: a computer-aided engineering analysis

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