Dynamic Responses of Female Volunteers in Rear Impact Sled Tests at Two Head Restraint Distances.

The objective of this study was to assess the biomechanical and kinematic responses of female volunteers with two different head restraint (HR) configurations when exposed to a low-speed rear loading environment. A series of rear impact sled tests comprising eight belted, near 50th percentile female volunteers, seated on a simplified laboratory seat, was performed with a mean sled acceleration of 2.1 g and a velocity change of 6.8 km/h. Each volunteer underwent two tests; the first test configuration, HR10, was performed at the initial HR distance ∼10 cm and the second test configuration, HR15, was performed at ∼15 cm. Time histories, peak values and their timing were derived from accelerometer data and video analysis, and response corridors were also generated. The results were separated into three different categories, HR10 C (N = 8), HR15 C (N = 6), and HR15 N C (N = 2), based on: (1) the targeted initial HR distance [10 cm or 15 cm] and (2) whether the volunteers' head had made contact with the HR [Contact (C) or No Contact (NC)] during the test event. The results in the three categories deviated significantly. The greatest differences were found for the average peak head angular displacements, ranging from 10° to 64°. Furthermore, the average neck injury criteria (NIC) value was 22% lower in HR10 C (3.9 m2/s2), and 49% greater in HR15 N C (7.4 m2/s2) in comparison to HR15 C (5.0 m2/s2). This study supplies new data suitable for validation of mechanical or mathematical models of a 50th percentile female. A model of a 50th percentile female remains to be developed and is urgently required to complement the average male models to enhance equality in safety assessments. Hence, it is important that future protection systems are developed and evaluated with female properties taken into consideration too. It is likely that the HR15 test configuration is close to the limit for avoiding HR contact for this specific seat setup. Using both datasets (HR15 C and HR15 N C ), each with its corresponding HR contact condition, will be possible in future dummy or model evaluation.

Muscle activity influence on the kinematics of the cervical spine in frontal tests.

OBJECTIVE: The question of muscle activity influence on the cervical spine kinematics during rear-end and frontal crash events has been discussed. Less data are available concerning frontal collisions. Therefore, the objective of this study was to investigate the influence of the ventral and dorsal neck muscles on the cervical spine kinematics during simulated frontal sled collisions. METHODS: A frontal collision with a velocity change (delta V) of 10.2 km/h was simulated in a sled test with 10 healthy subjects (7 female; 3 male). A high-speed camera and accelerometers recorded the motion and acceleration data. The activity of the sternocleidomastoid muscles was recorded with surface electrodes. To avoid cross-talk, an intramuscular recording of the semispinalis capitis muscles was performed with fine-wire electrodes. RESULTS: The sequence of both muscle activities was reproducible in all subjects. The maximal force of the sternocleidomastoid muscle was observed after a median of 152 ms, with 0 defining the time of the trigger signal. With earlier onset of muscle force, maximal dorsal horizontal acceleration of the head (r = -0.600) was reached later and the ventral translation (r = -0.733) and flexion movement (r = -0.755) set in earlier. The maximal force of the semispinalis capitis muscle was observed after a median of 160 ms. If the duration of muscle force was longer, the maximal head flexion (r = 0.685) and the maximal ventral head translation (r = 0.738) were reached later. CONCLUSIONS: The sternocleidomastoid muscle force is mainly associated with the horizontal head acceleration and influences the onset of the flexion and translation motion. To summarize, these temporal correlations allow the conclusion that the semispinalis capitis muscle force is mainly associated with the angular head acceleration and influences the duration of the flexion and translation motion.

ADSEAT--Adaptive Seat to Reduce Neck Injuries for Female and Male Occupants.

Neck injuries sustained in low severity vehicle crashes are of worldwide concern and the risk is higher for females than for males. The objective of the study was to provide guidance on how to evaluate protective performance of vehicle seat designs aiming to reduce the incidence of neck injuries for female and male occupants. The objective was achieved by reviewing injury risk, establishing anthropometric data of an average female, performing dynamic volunteer tests comprising females and males, and developing a finite element model, EvaRID, of an average female. With respect to injury criteria, it was concluded based on the tests that using NIC (with a lower threshold value) and Nkm (with reduced intercept values) for females would be a suitable starting point. Virtual impact simulations with seats showed that differences were found in the response of the BioRID II and EvaRID models, for certain seats.

In-vivo kinematics of the cervical spine in frontal sled tests.

The description of cervical spine motion and the risk to sustain a cervical spine injury in traffic accidents is mainly based on rear-end collisions. The knowledge about frontal collisions is comparable low. Therefore the objective of this exploratory study was, to describe the in-vivo cervical spine motion and acceleration during simulated frontal sled collisions and to identify sequences of motion in which the risk of injury is increased. A frontal collision with a speed change of 10.2km/h was simulated in a sled test with ten volunteers. Cervical spine kinematics was assessed by the simultaneous analysis of the angular head motion and acceleration as well as the simultaneous analysis of the relative motion and acceleration between the head and the first thoracic vertebral body. The motion sequence was divided into five phases. The combination of peak values of the angular head acceleration to ventral and the relative horizontal head acceleration to dorsal between the time period of 90ms and 110ms (early flexion phase) included - potential injury generating - shear forces. Although a hyperflexion (late rebound phase) as injury pattern didn't occur, dorsal soft tissue injuries due to eccentric muscle-sprain could not be ruled out completely. In conclusion the study showed under simulated test conditions that during the early flexion phase and the late rebound phase, acceleration and movement pattern occur that could lead to cervical spine injuries.

Muscle activity influence on the kinematics of the cervical spine in rear-end sled tests in female volunteers.

OBJECTIVE: Although much research has been performed to investigate the cervical spine kinematics during rear-end collisions, our understanding about the exact role of the musculature is limited. The question of the influence of muscle activity on cervical spine kinematics has been discussed. METHODS: A rear-end collision with a speed change (ΔV) of 6.3 km/h was simulated in a sled test with 8 female subjects to investigate the influence of the ventral and dorsal cervical spine musculature on cervical spine kinematics. A high-speed camera and accelerometers recorded the motion and acceleration data. The activity of the sternocleidomastoid muscles was recorded with surface electrodes. To avoid cross talk, an intramuscular recording of the semispinalis capitis muscles was performed with fine-wire electrodes. RESULTS: The analysis of the motion and acceleration parameters allowed the definition of 4 phases. The headrest contact began after a median of 84 ms and the sternocleidomastoid muscle force could be detected after a median of 81 ms, with 0 defining the time of the trigger signal. The maximal force of the sternocleidomastoid muscle and the maximal headrest effect began prior to the maximal ventral angular head acceleration and prior to the maximal ventral horizontal head acceleration relative to T1. The start of the semispinalis capitis muscle force was observed after a median of 159 ms and increased until a flexion of 20 to 25° was reached. CONCLUSIONS: The headrest effect and the sternocleidomastoid muscle force firstly supported the deceleration of the head relative to T1 toward dorsal, which was followed by an accelerating effect toward ventral. The semispinalis capitis muscle force exerted a late decelerating effect on head flexion and ventral translation movement.

Dynamic kinematic responses of female volunteers in rear impacts and comparison to previous male volunteer tests.

OBJECTIVES: The objective was to quantify dynamic responses of 50th percentile females in rear impacts and compare to those from similar tests with males. The results will serve as a basis for future work with models, criteria, and safety systems. METHODS: A rear impact sled test series with 8 female volunteers was performed at velocity changes of 5 and 7 km/h. The following dynamic response corridors were generated for the head, T1 (first thoracic vertebra) and head relative to T1: (1) accelerations in posterior-anterior direction, (2) horizontal and vertical displacements, (3) angular displacements for 6 females close to the 50th percentile in size. Additionally, the head-to-head restraint distance and contact time and neck injury criterion (NIC) were extracted from the data set. These data were compared to results from previously performed male volunteer tests, representing the 50th percentile male, in equivalent test conditions. T-tests were performed with the statistical significance level of .05 to quantify the significance of the parameter value differences for the males and females. RESULTS: At 7 km/h, the females showed 29 percent earlier head-to-head restraint contact time (p = .0072); 27 percent shorter horizontal rearward head displacement (p = .0017); 36 percent narrower head extension angle (p = .0281); and 52 percent lower NIC value (p = .0239) than the males in previous tests. This was mainly due to 35 percent shorter initial head-to-head restraint distance for the females (p = .0125). The peak head acceleration in the posterior-anterior direction was higher and occurred earlier for the females. CONCLUSIONS: The overall result indicated differences in the dynamic response for the female and male volunteers. The results could be used in developing and evaluating a mechanical and/or mathematical average-sized female dummy model for rear impact safety assessment. These models can be used as a tool in the design of protective systems and for further development and evaluation of injury criteria.

Influence of anthropometry on the kinematics of the cervical spine and the risk of injury in sled tests in female volunteers.

The objective of this study was to investigate the influence of anthropometric data on the kinematics of the cervical spine and the risk factors for sustaining a neck injury during rear-end collisions occurring in a sled test. A rear-end collision with a velocity change (DeltaV) of 6.3 km/h was simulated in a sled test with eight healthy female subjects. The study analysed the association of anthropometric data with the initial distance between the head and the head restraint, defined kinematic characteristics, the neck injury criterion (NIC) and the neck injury criterion minor (NICmin). The head circumference is negatively associated (r=-0.598) with the initial distance between the head and the head restraint, the maximal head extension (r=-0.687) and the maximal dorsal angular head acceleration (r=-0.633). The body weight (r=0.800), body height (r=0.949) and thorax circumference (r=0.632) are positively associated with the maximal ventral head translation. The neck length correlates positively with the NIC (r=0.826) and negatively with the NICmin (r=-0.797). Anthropometric factors influence the kinematics of the cervical spine and the risk of injury. A high risk of injury may be assumed for individuals with a small head circumference, long neck, tall body height and high body weight.

Risk of injury of the cervical spine in sled tests in female volunteers.

BACKGROUND: The description of cervical spine motion and the risk to sustain a cervical spine injury is mainly based on cadaver studies. As the active influence of soft tissue is neglected in cadaver studies, our understanding of the kinematic model for whiplash is limited. Therefore the objective of this study was, to describe the in vivo cervical spine motion and acceleration during rear-end sled collisions to identify sequences of motion in which the risk of injury to the cervical spine is increased. METHODS: A rear-end collision with a speed change (DeltaV) of 6.3 km/h was simulated in a sled test with eight female subjects with no history of prior injury or pain of the cervical spine. A high-speed camera was used to document motion data. Acceleration data were recorded using accelerometers. Acceleration input to the cervical spine was assessed by the simultaneous analysis of the head angle and angular head acceleration as well as the simultaneous analysis of the relative motion and the relative acceleration between the head and T1 to define intervals of increased risk of cervical spine injuries during rear-end collision. FINDINGS: The motion sequence is characterized by the same phases that have already been described for male volunteers. Increasing angular head acceleration can explain facet joint injuries during the extension movement (100-120 ms) and hence occur about 50 ms later than shown in cadaver models. In the late rebound the combination of maximal ventral head acceleration and head movement is underestimated and can be responsible for soft tissue injuries. INTERPRETATION: The study shows that during the extension phase and the late rebound phase, acceleration and movement pattern occur that could lead to cervical spine injuries.