Predicting pelvis geometry using a morphometric model with overall anthropometric variables

Brynskog, Erik; Iraeus, Johan; Reed, Matthew P.; Davidsson, Johan

doi:10.1016/j.jbiomech.2021.110633

Cited by 12 publications

(9 citation statements)

References 30 publications

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“…The mid-hip location prediction on the human body shapes could 7th International Digital Human Modeling Symposium (DHM 2022) 9 also be further advanced, e.g. by considering the study from Brynskog et al (2021), in which detailed pelvis geometry is predicted with overall anthropometric variables. While the presented approach seems to have consistent results across different anthropometries, more research is needed to know, for example, if this approach applies to non-US populations and other types of vehicles.…”

Section: Discussionmentioning

confidence: 99%

Simulation of hip joint location for occupant packaging design

Luque

Brolin

Lamb

et al. 2022

Proceedings of the 7th International Digital Human Modeling Symposium -

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DHM tools have been widely used to analyze and improve vehicle occupant packaging and interior design in the automotive industry. However, these tools still present some limitations for this application.Accurately characterizing seated posture is crucial for ergonomic and safety evaluations. Current human posture and motion predictions in DHM tools are not accurate enough for the precise nature of vehicle interior design, typically requiring manual adjustments from DHM users to get more accurate driving and passenger simulations. Manual adjustment processes can be time-consuming, tedious, and subjective, easily causing non-repeatable simulation results. These limitations create the need to validate the simulation results with real-world studies, which increases the cost and time in the vehicle development process.Working with multiple Swedish automotive companies, we have begun to identify and specify the limitations of DHM tools relating to driver and passenger posture predictions given predefined vehicle geometry points/coordinates and specific human body parts relationships. Two general issues frame the core limitations. First, human kinematic models used in DHM tools are based on biomechanics models that do not provide definitions of these models in relation to vehicle geometries. Second, vehicle designers follow standards and regulations to obtain key human reference points in seated occupant locations.However, these reference points can fail to capture the range of human variability. This paper describes the relationship between a seated reference point and a biomechanical hip joint for driving simulations. The lack of standardized connection between occupant packaging guidelines and the biomechanical knowledge of humans creates a limitation for ergonomics designers and DHM users. We assess previous studies addressing hip joint estimation from different fields to establish the key aspects that might affect the relationship between standard vehicle geometry points and the hip joint. Then we suggest a procedure for standardizing points in human models within DHM tools. A better understanding of this problem may contribute to achieving closer to reality driving posture simulations and facilitating communication of ergonomics requirements to the design team within the product development process.

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Section: Discussionmentioning

confidence: 99%

Simulation of hip joint location for occupant packaging design

Luque

Brolin

Lamb

et al. 2022

Proceedings of the 7th International Digital Human Modeling Symposium -

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“…For each bone, the high-resolution geometry was scaled to fit the bone of the template mesh. Finally, the pelvis geometry was updated to an average female according to a pelvis SSM ( Brynskog et al, 2021 ), and the ribcage geometry was updated to a morphed version of the average male generic ribcage presented in ( Iraeus et al, 2020 ). The morphing of the generic ribcage, to an average female ribcage, was based on a ribcage SSM ( Shi et al, 2014 ) and a sternum SSM ( Weaver et al, 2014 ).…”

Section: Methodsmentioning

confidence: 99%

“…The average male stature was defined to be 1750 mm, the body mass to be 77 kg and the age to be 50 years old. A temple mesh corresponding to this anthropometry was obtained from UMTRI, and similar to the female template mesh, the ribcage ( Iraeus et al, 2020 ) and pelvis ( Brynskog et al, 2021 ) geometries were updated in a second step. The surfaces controlled by SSMs ( Shi et al, 2014 ; Weaver et al, 2014 ; Klein, 2015 ; Klein et al, 2015 ; Brynskog et al, 2021 ), where sex differences are properly accounted for, are indicated as brown surfaces in Figure 3 .…”

Section: Methodsmentioning

confidence: 99%

Hello, world! VIVA+: A human body model lineup to evaluate sex-differences in crash protection

John

Klug

Kranjec

et al. 2022

Front. Bioeng. Biotechnol.

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Finite element Human Body Models are increasingly becoming vital tools for injury assessment and are expected to play an important role in virtual vehicle safety testing. With the aim of realizing models to study sex-differences seen in the injury- and fatality-risks from epidemiology, we developed models that represent an average female and an average male. The models were developed with an objective to allow tissue-based skeletal injury assessment, and thus non-skeletal organs and joints were defined with simplified characterizations to enhance computational efficiency and robustness. The model lineup comprises female and male representations of (seated) vehicle occupants and (standing) vulnerable road users, enabling the safety assessment of broader segments of the road user population. In addition, a new workflow utilized in the model development is presented. In this workflow, one model (the seated female) served as the base model while all the other models were generated as closely-linked derivative models, differing only in terms of node coordinates and mass distribution. This approach opens new possibilities to develop and maintain further models as part of the model lineup, representing different types of road users to reflect the ongoing transitions in mobility patterns (like bicyclists and e-scooter users). In this paper, we evaluate the kinetic and kinematic responses of the occupant and standing models to blunt impacts, mainly on the torso, in different directions (front, lateral, and back). The front and lateral impacts to the thorax showed responses comparable to the experiments, while the back impact varied with the location of impact (T1 and T8). Abdomen bar impact showed a stiffer load-deflection response at higher intrusions beyond 40 mm, because of simplified representation of internal organs. The lateral shoulder impact responses were also slightly stiffer, presumably from the simplified shoulder joint definition. This paper is the first in a series describing the development and validation of the new Human Body Model lineup, VIVA+. With the inclusion of an average-sized female model as a standard model in the lineup, we seek to foster an equitable injury evaluation in future virtual safety assessments.

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“…A base FE model of an average shaped hemi-pelvis [ 24 ], consisting of the left ilium, the acetabulum, and a wedge-shaped graft (see description below) was created for simulations in Abaqus/Standard 2020.HF3 (Dassault systemes, Vélizy-Villacoublay, France). For information about the mathematical implementation to solve the FE equations, we refer to the Abaqus theory manual.…”

Section: Methodsmentioning

confidence: 99%

Postoperative stability following a triple pelvic osteotomy is affected by implant configuration: a finite element analysis

et al. 2022

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Background The triple pelvic osteotomy is an established surgical method with multiple modifications regarding surgical technique and choice of implant. The stability of the osteotomy is affected by numerous factors, and among these, the three-dimensional implant configuration is a scientifically less explored aspect. Methods We used a finite element model of a hemi-pelvis with a standardized triple osteotomy to calculate relative flexibility for loads in all translational degrees of freedom for five different implant configurations. Two of the configurations used entry points only feasible when implant removal was not necessary. Results The stability of the osteotomy improved with an increased distance between the implants in the plane of the osteotomy as well as for a more perpendicular angle relative to the osteotomy plane. The implant configurations with more entry points available made this easier to adhere to. Conclusion The use of bioabsorbable implants may provide better opportunities for optimal implant constructs which can, to a certain degree, compensate for the lesser mechanical stiffness of bioabsorbable polymers as compared to metal implants.

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Predicting pelvis geometry using a morphometric model with overall anthropometric variables

Cited by 12 publications

References 30 publications

Simulation of hip joint location for occupant packaging design

Simulation of hip joint location for occupant packaging design

Hello, world! VIVA+: A human body model lineup to evaluate sex-differences in crash protection

Postoperative stability following a triple pelvic osteotomy is affected by implant configuration: a finite element analysis

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