Lumbar vertebrae fracture injury risk in finite element reconstruction of CIREN and NASS frontal motor vehicle crashes

Jones, Derek A.; Gaewsky, James P; Kelley, Mireille E.; Weaver, Ashley A.; Stitzel, Joel D.

doi:10.1080/15389588.2016.1195495

Cited by 20 publications

(10 citation statements)

References 16 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Mattos et al analyzed the damage to the head and cervical spine during a rollover [ 26 ]. Jones et al performed an analysis of lumbar spine fractures at the time of the collision [ 27 ]. Paas et al analyzed the mechanism of shoulder injury at the time of an accident [ 28 ].…”

Section: Discussionmentioning

confidence: 99%

Analysis of individual differences in pelvic and spine alignment in seated posture and impact on the seatbelt kinematics using human body model

et al. 2021

View full text Add to dashboard Cite

Analysis using human body models has been performed to reduce the impact of accidents; however, no analysis has shown a relationship between lumbar and pelvic/spine angle and seat belts in reducing human damage from accidents. Lumbar and pelvic/spine angles were measured in 75 individuals and the measurements were used to create three different angles for the Total Human Model for Safety model. In the present study, we focused on lumber lordosis (LL) and pelvic angle (PA). A normal distribution and histogram were used for analysis of PA (01, 10, and 50). The Total Human Model for Safety, including LL and PA, was corrected using finite element software. Simulations were conducted under the conditions of the Japan New Car Assessment Programme (JNCAP) 56 kph full lap frontal impact. Using the results of the FEM, the amount of lap-belt cranial sliding-up, anterior movement of the pelvis, posterior tilt of the pelvis, head injury criterion (HIC), second cervical vertebrae (C2) compressive load, C2 moment, chest deflectiou (upper, middle, and lower), left and right femur load, and shoulder belt force were measured. The lap-belt cranial sliding-up was 1.91 and 2.37 for PA10 and PA01, respectively, compared to PA50; the anterior movement of the pelvis was 1.08 and 1.12 for PA10 and PA01, respectively; and the posterior tilt of the pelvis was 1.1 and 1.18 for PA10 and PA01, respectively. HIC was 1.13 for PA10 and 1.58 for PA01; there was no difference in C2 compressive load by PA, but C2 moment increased to 1.59 for PA10 and 2.72 for PA01. It was found that as LL increases and the PA decreases, the seat belt becomes likely to catch the iliac bone, making it harder to cause injury. This study could help to reconsider the safe seat and seatbelt position in the future.

show abstract

Section: Discussionmentioning

confidence: 99%

Analysis of individual differences in pelvic and spine alignment in seated posture and impact on the seatbelt kinematics using human body model

et al. 2021

View full text Add to dashboard Cite

show abstract

“…The detailed lumbar spine model was based on the section from the 50 th percentile Total HUman Model for Safety v6.1 (THUMS) developed by Toyota Motor Corporation, and it was used e.g. in research by (Mendoza-Vazquez et al, 2015;Jones et al, 2016). The setup of the model is shown in The normal directions of the CSs planes were calculated as an average of the normal directions of the planes created on the superior and inferior endplates of the given vertebra.…”

Section: Detailed Lumbar Spine Section Modelmentioning

confidence: 99%

Biomechanics of Lumbar Spine Injury in Road Barrier Collision–Finite Element Study

Pachocki

Daszkiewicz

Łuczkiewicz

et al. 2021

Front. Bioeng. Biotechnol.

View full text Add to dashboard Cite

Literature and field data from CIREN database have shown that lumbar spine injuries occur during car crashes. There are multiple hypotheses regarding how they occur; however, there is no biomechanical explanation for these injuries during collisions with road safety barriers (RSBs). Therefore, the objective of this study was to investigate the mechanics of vertebral fractures during car collisions with concrete RSBs. The finite element method was used for the numerical simulations. The global model of the car collision with the concrete RSB was created. The lumbar spine kinematics were extracted from the global simulation and then applied as boundary conditions to the detailed lumbar spine model. The results showed that during the collision, the occupant was elevated, and then dropped during the vehicle landing. This resulted in axial compression forces 2.6 kN with flexion bending moments 34.7 and 37.8 Nm in the L2 and L3 vertebrae. It was shown that the bending moment is the result of the longitudinal force on the eccentricity. The lumbar spine index for the L1–L5 section was 2.80, thus indicating a lumbar spine fracture. The minimum principal strain criterion of 7.4% and damage variable indicated L2 and L3 vertebrae and the inferior part of L1, as those potentially prone to fracture. This study found that lumbar spine fractures could occur as a consequence of vehicle landing during a collision with a concrete RSB mostly affecting the L1–L3 lumbar spine section. The fracture was caused by a combination of axial forces and flexion bending moments.

show abstract

“…Lumbar spine posture was also found to be an important factor affecting lumbar spine injuries. It was reported that slouched posture may cause an increase in stress on the lumbar vertebrae [ 7 ] and more reclined postures are associated with a higher lumbar vertebrae fracture risk by reconstructing real-world motor vehicle crashes [ 8 ]. Crash pulse magnitude and shape are also crucial for determining lumbar spine injury risk.…”

Section: Introductionmentioning

confidence: 99%

A Numerical Investigation of Risk Factors Affecting Lumbar Spine Injuries Using a Detailed Lumbar Model

Zheng

Tang

2018

Applied Bionics and Biomechanics

View full text Add to dashboard Cite

Recent field data showed that lumbar spine fractures occurred more frequently in late model vehicles than early ones in frontal crashes. However, the lumbar spine designs of the current crash test dummies are not accurate in human anatomy and have not been validated against any human/cadaver impact responses. In addition, the lumbar spines of finite element (FE) human models, including GHBMC and THUMS, have never been validated previously against cadaver tests. Therefore, this study developed a detailed FE lumbar spine model and validated it against cadaveric tests. To investigate the mechanism of lumbar spine injury in frontal crashes, effects of changing the coefficient of friction (COF), impact velocity, cushion thickness and stiffness, and cushion angle on the risk of lumbar spine injuries were analyzed based on a Taguchi array of design of experiments. The results showed that impact velocity is the most important factor in determining the risk of lumbar spine fracture (P = 0.009). After controlling the impact velocity, increases in the cushion thickness can effectively reduce the risk of lumbar spine fracture (P = 0.039).

show abstract

Lumbar vertebrae fracture injury risk in finite element reconstruction of CIREN and NASS frontal motor vehicle crashes

Abstract: In conclusion, precrash positioning has a large effect on lumbar injury metrics. The lack of lumbar injury criteria in regulatory crash tests may have led to inadvertent design of seat pans that work to apply axial force to the spinal column during frontal crashes.

Cited by 20 publications

References 16 publications

Analysis of individual differences in pelvic and spine alignment in seated posture and impact on the seatbelt kinematics using human body model

Analysis of individual differences in pelvic and spine alignment in seated posture and impact on the seatbelt kinematics using human body model

Biomechanics of Lumbar Spine Injury in Road Barrier Collision–Finite Element Study

A Numerical Investigation of Risk Factors Affecting Lumbar Spine Injuries Using a Detailed Lumbar Model

Contact Info

Product

Resources

About