Thoracic Injury Mechanisms and Biomechanical Responses in  Lateral Velocity Pulse Impacts

Chung, Jaekoo; Cavanaugh, John M.; King, Albert I.; Koh, Sung-Woo; Deng, Yih–Charng

doi:10.4271/99sc04

Cited by 14 publications

(3 citation statements)

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“…Experimental PMHS testing using deflection-controlled impact has been chosen to validate the model undergoing side thoracic pendulum impacts. In the cadaver side impact simulation conducted by Chung et al (1999), a 50-kg wood pendulum with a diameter of 152.4 mm centred over the sixth rib is used, and the initial pendulum velocity is 5.4 m/s. In the present work, impact force and chest deflection were measured using a load cell in the pendulum and a chest band, respectively.…”

Section: Resultsmentioning

confidence: 99%

Development and validation of a human biomechanical model for rib fracture and thorax injuries in blunt impact

Cai

Lan²,

Chen

2014

Computer Methods in Biomechanics and Biomedical Engineering

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From 1990 to approximately 50,000-120,000 people die annually of road traffic accidents in China. Traffic accidents are the main cause of death of Chinese adults aged 15-45 years. This study aimed to determine the biomechanical response and injury tolerance of the human body in traffic accidents. The subject was a 35-year-old male with a height of 170 cm, weight of 70 kg and Chinese characteristics at the 50th percentile. Geometry was generated by computed tomography and magnetic resonance imaging. A human-body biomechanical model was then developed. The model featured in great detail the main anatomical characteristics of skeletal tissues, soft tissues and internal organs, including the head, neck, shoulder, thoracic cage, abdomen, spine, pelvis, pleurae and lungs, heart, aorta, arms, legs, and other muscle tissues and skeletons. The material properties of all tissues in the human body model were obtained from the literature. Material properties were developed in the LS-DYNA code to simulate the mechanical behaviour of the biological tissues in the human body. The model was validated against cadaver responses to frontal and side impact. The predicted model response reasonably agreed with the experimental data, and the model can further be used to evaluate thoracic injury in real-world crashes. We believe that the transportation industry can use numerical models in the future to simultaneously reduce physical testing and improve automotive safety.

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Section: Resultsmentioning

confidence: 99%

Development and validation of a human biomechanical model for rib fracture and thorax injuries in blunt impact

Cai

Lan²,

Chen

2014

Computer Methods in Biomechanics and Biomedical Engineering

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“…Specifically, chest compression is considered most predictive of rib fracture in cadaveric specimens (Cavanaugh et al, 1990; Chung et al, 1999; Pintar et al, 1997). VC, being a rate-sensitive injury criterion, is generally associated with visceral injury, e.g., liver laceration, spleen rupture, etc.…”

Section: Discussionmentioning

confidence: 99%

Door velocity and occupant distance affect lateral thoracic injury mitigation with side airbag

Hallman

Yoganandan

Pintar

2011

Accident Analysis & Prevention

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The relationship between thoracic injury risk and parameters of door velocity and occupant distance was delineated in blunt lateral impact with side airbag deployment. A sled impact model was exercised with the validated MADYMO fiftieth percentile facet occupant model and a generalized finite element torso side airbag. Impact velocity was incremented from 4.0 to 9.0 m/s; occupant-airbag distance (at time of airbag activation) was incremented from 2.0 to 24.0 cm; simulations without airbag were also examined. Using compression, deflection rate, and the Viscous Criterion, airbag performance was characterized with respect to occupant injury risk at three points of interest: occupant distance of most protection, distance of greatest injury risk, and the newly defined critical distance. The occupant distance which demonstrated the most airbag protection, i.e., lowest injury risk, increased with increasing impact velocity. Greatest injury risk resulted when the occupant was nearest the airbag regardless of impact velocity. The critical distance was defined as the farthest distance at which airbag deployment exacerbated injury risk. This critical distance only varied considering chest compression, between 3 and 10 cm from the airbag, but did not vary when the Viscous Criterion were evaluated. At impact velocities less than or equal to 6 m/s, the most protective occupant location was within 2 cm of the critical distance at which the airbag became harmful. Therefore, injury mitigation with torso airbag may be more difficult to achieve at lower ΔV.

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“…In previous experimental designs, thoracic loading direction was controlled by test setup. Oblique direction was controlled via specimen orientation with respect to the impactor motion (Chung et al, 1999; Nusholtz et al, 1983; Shaw et al, 2006; Viano et al, 1989b; Yoganandan et al, 1997) or boundary orientation with respect to the subject motion (Pintar et al, 2007; Yoganandan et al, 2007; Yoganandan et al, 2008). In this study, direction was not controlled directly by the experimental design.…”

Section: Discussionmentioning

confidence: 99%

Biomechanical and Injury Response to Posterolateral Loading From Torso Side Airbags

Hallman¹,

Yoganandan²,

Pintar³

2010

SAE Technical Paper Series

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This study characterized thoracoabdominal response to posterolateral loading from a seat-mounted side airbag. Seven unembalmed post-mortem human subjects were exposed to ten airbag deployments. Subjects were positioned such that the deploying airbag first contacted the posterolateral thorax between T6 and L1 while stationary (n = 3 × 2 aspects) or while subjected to left lateral sled impact at ΔV = 6.7 m/s (n = 4). Chestband contours were analyzed to quantify deformation direction in the thoracic x–y plane (zero degrees indicating anterior and 180° indicating posterior), magnitude, rate, and viscous response. Skeletal injuries were consistent with posterolateral contact; visceral injuries consisted of renal (n = 1) or splenic (n = 3) lacerations. Deformation direction was transient during sled impact, progressing from 122 ± 5° at deformation onset to 90° following maximum deflection. Angles from stationary subjects progressed from 141 ± 9° to 120°. Peak normalized deflections, peak rates, and VCmax ranges were 0.075 – 0.171, 3.7 – 12.7 m/s, and 0.3 – 0.6 m/s with stationary airbag, respectively; ranges were 0.167 – 0.297, 7.4 – 18.3 m/s, and 0.7 – 3.0 m/s with airbag sled impact, respectively. Peak deflections were measured at angles between 99° – 135° and 98° – 125° for stationary and dynamic conditions, respectively. Because of deflection angle transience and localized injury response, both posterolateral and lateral injury metrics may be required for this boundary condition. Contrasted with flat rigid or anterolateral loading, biomechanical response to side airbag interaction may be augmented by peak normalized deflection or VCmax at 130°.

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Thoracic Injury Mechanisms and Biomechanical Responses in Lateral Velocity Pulse Impacts

Cited by 14 publications

References 0 publications

Development and validation of a human biomechanical model for rib fracture and thorax injuries in blunt impact

Development and validation of a human biomechanical model for rib fracture and thorax injuries in blunt impact

Door velocity and occupant distance affect lateral thoracic injury mitigation with side airbag

Biomechanical and Injury Response to Posterolateral Loading From Torso Side Airbags

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