The Influence of Arm Position on Thoracic Response in Side Impacts

Kemper, Andrew R.; McNally, Craig; Kennedy, Eric A.; Manoogian, Sarah J.; Duma, Stefan M.

doi:10.4271/2008-22-0016

Cited by 29 publications

(25 citation statements)

References 36 publications

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“…The number of occupants sustaining injuries greatly exceeds fatalities in magnitude as 931,000 are injured in frontal collisions. 47 Injuries sustained in motor vehicle collisions range from extremity [20][21][22]28,29,39,42 and eye [23][24][25]27 injuries, to more serious head 17 and chest 26,34,40,41 injuries. The total economic cost incurred as a result of motor vehicle collisions in 2000 totaled $230.6 billion.…”

Section: Introductionmentioning

confidence: 99%

Effects of Bracing on Human Kinematics in Low-Speed Frontal Sled Tests

et al. 2011

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Continued development of computational models and biofidelic anthropomorphic test devices (ATDs) necessitates further analysis of the effects of bracing on an occupant's biomechanical response in automobile collisions. A total of 20 dynamic sled tests were performed, 10 low (2.5 g, Δv = 4.8 kph) and 10 medium severity (5.0 g, Δv = 9.7 kph), with five male human volunteers of approximately 50th percentile male height and weight. Each volunteer was exposed to two impulses at each severity, one relaxed and one braced prior to the impulse. A Vicon motion analysis system, 12 MX-T20 2 megapixel cameras, was used to quantify subject 3D kinematics (±1 mm) (1 kHz). Excursions of select anatomical regions were normalized to their respective initial positions and compared by test condition. At the low severity, bracing significantly reduced (p < 0.05) the forward excursion of the knees, hips, elbows, shoulders, and head (average 35-70%). At the medium severity, bracing significantly reduced (p < 0.05) the forward excursion of the elbows, shoulders, and head (average 36-69%). Although not significant, bracing at the medium severity considerably reduced the forward excursion of the knees and hips (average 18-26%). This study illustrates that bracing has a significant influence on the biomechanical response of human occupants in frontal sled tests and provides novel biomechanical data that can be used to refine and validate computational models and ATDs used to assess injury risk in automotive collisions.

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Section: Introductionmentioning

confidence: 99%

Effects of Bracing on Human Kinematics in Low-Speed Frontal Sled Tests

et al. 2011

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“…The arm position could be expected to affect the characteristics of the loading curve and its peak value. 24 No repositioning of the M50 model was undertaken in this study, positioning will be a focus in future work.…”

Section: Discussionmentioning

confidence: 99%

Lateral Impact Validation of a Geometrically Accurate Full Body Finite Element Model for Blunt Injury Prediction

et al. 2012

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This study presents four validation cases of a mid-sized male (M50) full human body finite element model-two lateral sled tests at 6.7 m/s, one sled test at 8.9 m/s, and a lateral drop test. Model results were compared to transient force curves, peak force, chest compression, and number of fractures from the studies. For one of the 6.7 m/s impacts (flat wall impact), the peak thoracic, abdominal and pelvic loads were 8.7, 3.1 and 14.9 kN for the model and 5.2 ± 1.1 kN, 3.1 ± 1.1 kN, and 6.3 ± 2.3 kN for the tests. For the same test setup in the 8.9 m/s case, they were 12.6, 6, and 21.9 kN for the model and 9.1 ± 1.5 kN, 4.9 ± 1.1 kN, and 17.4 ± 6.8 kN for the experiments. The combined torso load and the pelvis load simulated in a second rigid wall impact at 6.7 m/s were 11.4 and 15.6 kN, respectively, compared to 8.5 ± 0.2 kN and 8.3 ± 1.8 kN experimentally. The peak thorax load in the drop test was 6.7 kN for the model, within the range in the cadavers, 5.8-7.4 kN. When analyzing rib fractures, the model predicted Abbreviated Injury Scale scores within the reported range in three of four cases. Objective comparison methods were used to quantitatively compare the model results to the literature studies. The results show a good match in the thorax and abdomen regions while the pelvis results over predicted the reaction loads from the literature studies. These results are an important milestone in the development and validation of this globally developed average male FEA model in lateral impact.

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“…A distinct sudden drop in strain was used to identify the rib fracture timing. 21,23,26 The strain gage time histories showed that the majority of the ribs were placed in tensile loading until the time of fracture for both the male and female PMHS. The post-test necropsy revealed that the ribs were displaced dorsally, i.e., bent against the radius of curvature, at the location of the gages which measured negative strain at the time of fracture for the female PMHS (R-3-A and L-7-A).…”

Section: Rib Fracture Identificationmentioning

confidence: 99%

“…For comparison with the standard population, the bone mineral density (BMD) of each PMHS was determined by the Osteogram technique. 18,23,24,45 For this technique, the left hand of each PMHS was X-rayed next to an aluminum calibration wedge. The X-ray was then processed by CompuMed Incorporated (CompuMed, Inc., Los Angeles, CA) to obtain the BMD, T score, and Z score for each subject.…”

Section: Test Subject Informationmentioning

confidence: 99%

“…12,15,19,23,26,44,46 It has been reported that chest injuries rank second only to head injuries in overall number of fatalities and serious injuries in automotive collisions. 3 Brumbelow and Zuby 2 examined the National Automotive Sampling System -Crashworthiness Data System (NASS-CDS) from 2000 to 2006 for injury patterns to belted occupants who sustained an Abbreviated Injury Scale (AIS) ‡3 injury as a result of a frontal automotive collision.…”

Section: Introductionmentioning

confidence: 99%

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Reducing Chest Injuries in Automobile Collisions: Rib Fracture Timing and Implications for Thoracic Injury Criteria

et al. 2011

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The purpose of this study was to quantify the biomechanical response of the human thorax during dynamic shoulder belt loading representative of that seen in a severe automotive collision. Two post-mortem human surrogates (PMHSs) (one male and one female) were instrumented with 26 single-axis strain gages on the ribs, sternum, and clavicle. The thorax of each PMHS was placed on a custom spine support bracket designed to support the thorax on either side of the spinous process, thereby allowing free motion at the costovertebral joints. In addition, the support bracket raised the thorax above the flat base plate, which could otherwise constrain the deformation and motion of the posterior region of the rib cage. The thorax of each PMHS was then loaded using a custom table-top belt loading system that generated thoracic displacement rates representative of a severe automotive collision, 1.3 m/s for the male PMHS and 1.0 m/s for the female PMHS. The rib fracture timing data, determined by analyzing the strain gage time histories, showed that severe thoracic injury (AIS = 3) occurred at 16% chest compression for the male and 12% chest compression for the female. However, these values are well below the current thoracic injury criteria of 29% chest compression for the male and 23% chest compression for the female. This data illustrates that serious thoracic injury (AIS = 3) occurs at lower chest compressions than the current ATD thoracic injury criteria. Overall, this study provides critical data that can be used in the design and validation of advanced ATDs and finite element models, as well as the establishment of improved, more stringent thoracic injury criteria.

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The Influence of Arm Position on Thoracic Response in Side Impacts

Cited by 29 publications

References 36 publications

Effects of Bracing on Human Kinematics in Low-Speed Frontal Sled Tests

Effects of Bracing on Human Kinematics in Low-Speed Frontal Sled Tests

Lateral Impact Validation of a Geometrically Accurate Full Body Finite Element Model for Blunt Injury Prediction

Reducing Chest Injuries in Automobile Collisions: Rib Fracture Timing and Implications for Thoracic Injury Criteria

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