Dynamic Response and Residual Helmet Liner Crush Using Cadaver Heads and Standard Headforms.

Biomechanical headforms are used for helmet certification testing and reconstructing helmeted head impacts; however, their biofidelity and direct applicability to human head and helmet responses remain unclear. Dynamic responses of cadaver heads and three headforms and residual foam liner deformations were compared during motorcycle helmet impacts. Instrumented, helmeted heads/headforms were dropped onto the forehead region against an instrumented flat anvil at 75, 150, and 195 J. Helmets were CT scanned to quantify maximum liner crush depth and crush volume. General linear models were used to quantify the effect of head type and impact energy on linear acceleration, head injury criterion (HIC), force, maximum liner crush depth, and liner crush volume and regression models were used to quantify the relationship between acceleration and both maximum crush depth and crush volume. The cadaver heads generated larger peak accelerations than all three headforms, larger HICs than the International Organization for Standardization (ISO), larger forces than the Hybrid III and ISO, larger maximum crush depth than the ISO, and larger crush volumes than the DOT. These significant differences between the cadaver heads and headforms need to be accounted for when attempting to estimate an impact exposure using a helmet's residual crush depth or volume.

A method for developing biomechanical response corridors based on principal component analysis.

The standard method for specifying target responses for human surrogates, such as crash test dummies and human computational models, involves developing a corridor based on the distribution of a set of empirical mechanical responses. These responses are commonly normalized to account for the effects of subject body shape, size, and mass on impact response. Limitations of this method arise from the normalization techniques, which are based on the assumptions that human geometry linearly scales with size and in some cases, on simple mechanical models. To address these limitations, a new method was developed for corridor generation that applies principal component (PC) analysis to align response histories. Rather than use normalization techniques to account for the effects of subject size on impact response, linear regression models are used to model the relationship between PC features and subject characteristics. Corridors are generated using Monte Carlo simulation based on estimated distributions of PC features for each PC. This method is applied to pelvis impact force data from a recent series of lateral impact tests to develop corridor bounds for a group of signals associated with a particular subject size. Comparing to the two most common methods for response normalization, the corridors generated by the new method are narrower and better retain the features in signals that are related to subject size and body shape.

A point-wise normalization method for development of biofidelity response corridors.

An updated technique to develop biofidelity response corridors (BRCs) is presented. BRCs provide a representative range of time-dependent responses from multiple experimental tests of a parameter from multiple biological surrogates (often cadaveric). The study describes an approach for BRC development based on previous research, but that includes two key modifications for application to impact and accelerative loading. First, signal alignment conducted prior to calculation of the BRC considers only the loading portion of the signal, as opposed to the full time history. Second, a point-wise normalization (PWN) technique is introduced to calculate correlation coefficients between signals. The PWN equally weighs all time points within the loading portion of the signals and as such, bypasses aspects of the response that are not controlled by the experimentalist such as internal dynamics of the specimen, and interaction with surrounding structures. An application of the method is presented using previously-published thoracic loading data from 8 lateral sled PMHS tests conducted at 8.9m/s. Using this method, the mean signals showed a peak lateral load of 8.48kN and peak chest acceleration of 86.0g which were similar to previously-published research (8.93kN and 100.0g respectively). The peaks occurred at similar times in the current and previous studies, but were delayed an average of 2.1ms in the updated method. The mean time shifts calculated with the method ranged from 7.5% to 9.5% of the event. The method may be of use in traditional injury biomechanics studies and emerging work on non-horizontal accelerative loading.

Comparison of Hybrid III child test dummies to pediatric PMHS in blunt thoracic impact response.

The limited availability of pediatric biomechanical impact response data presents a significant challenge to the development of child dummies. In the absence of these data, the development of the current generation of child dummies has been driven by scaling of the biomechanical response requirements of the existing adult test dummies. Recently published pediatric blunt thoracic impact response data provide a unique opportunity to evaluate the efficacy of these scaling methodologies. However, the published data include several processing anomalies and nonphysical features. These features are corrected by minimizing instrumentation and processing error to improve the fidelity of the individual force-deflection responses. Using these data, biomechanical impact response corridors are calculated for a 3-year-old child and a 6-year-old child. These calculated corridors differ from both the originally published postmortem human subject (PMHS) corridors and the impact response requirements of the current child dummies. Furthermore, the response of the Hybrid III 3-year-old test dummy in the same impact condition shows a similar deflection but a significantly higher force than the 3-year-old corridor. The response of the Hybrid III 6-year-old dummy, on the other hand, correlates well with the calculated 6-year-old corridor. The newly developed 3-year-old and 6-year-old blunt thoracic impact response corridors can be used to define data-driven impact response requirements as an alternative to scaling-driven requirements.

Re-evaluating the neck injury index (NII) using experimental PMHS tests.

OBJECTIVE: The neck injury index, NII, developed in ISO 13232 (2005) as a testing and evaluation procedure for assessing the risk of injury to the AO/C1/C2 region of the cervical spine in motorcycle riders is reevaluated using an existing postmortem human subjects (PMHS) data set and resulting in a reformulated NII criterion applicable to PMHS tests. METHODS: A recent series of 36 PMHS head/neck component tests was used to examine the risk of neck injury in frontal impacts and to assess the predictive capability of NII for impacts of various orientations. Using force and moment load cell PMHS experimental data, injury risk was assessed using NII evaluated with the ISO 13232-5 algorithms. RESULTS: The injury risk predictions are compared with the injury outcomes from the head/neck PMHS. The NII criterion underestimated the injury incidence of the PMHS experimental group. The average predicted risk of injuries for the experimental injury tests based on NII across the MAIS levels was 0.7 percent, though there were 11 AIS 3+ injuries observed in the actual testing (30.6%). Using the experimental injury outcomes and the experimental force and moment time histories, the normalizing coefficients from NII are reevaluated to minimize the difference between NII risk assessment and the experimental injury outcome in the least squares (L(2)) basis. This reanalysis is compared with existing human and PMHS neck injury criteria. CONCLUSIONS: By reanalyzing the NII formulation using an existing PMHS injury data set with known forces and moments and known injury outcomes, a new NII(PMHS) is developed that uses PMHS loads to predict injury. This reformulation removes the dependency of the original NII formulation on the forces and moments from motorcyclist anthropomorphic test device (MATD) experiments and simulations yet retains the advantages of the multi-axial neck injury criterion.

Viscoelastic response of the thorax under dynamic belt loading.

OBJECTIVE: Three postmortem human surrogates (PMHS) were positioned and rigidly mounted through the spine to a tabletop test fixture for the purpose of characterizing thoracic response to diagonal belt loading with well-defined boundary conditions. METHODS: These PMHS were mounted to a stationary apparatus that supported the spine and shoulders in a configuration comparable to that seen in a 48 km/h automobile sled test at the time of maximum chest deformation. A belt restraint was positioned across the anterior torso with attachments at D-ring and buckle locations based on the geometry of a mid-sized sedan. The belt was attached to a trolley driven by a hydraulic ram linked to a universal test machine. Ramp and hold experiments were conducted at rates of 0.5, 0.9, and 1.2 m/s and hold times of 60 s. Ramp-hold displacement waveforms of up to 20 percent of the chest depth were applied to the chest while the resulting belt loads and spinal reaction loads were recorded. These data were used to identify parameters in a seven-parameter thoracic structural model mathematically analogous to a viscoelastic material model. A final test with 40 percent deflection was performed at the completion of the loading sequence. RESULTS: Model fits to ramps of different magnitudes indicated that the assumption of temporal linearity was reasonable over the range of inputs in this study. In agreement with previous studies, the spatial (force-deflection) response was only slightly nonlinear, indicating that a fully linear model would be reasonable up to the deflection levels used here. CONCLUSIONS: Pronounced variability in the instantaneous elastic behavior was observed among the three test subjects, whereas the relaxation behavior exhibited less variability.

The development, validation and application of a finite element upper extremity model subjected to air bag loading.

Both frontal and side air bags can inflict injuries to the upper extremities in cases where the limb is close to the air bag module at the time of impact. Current dummy limbs show qualitatively correct kinematics under air bag loading, but they lack biofidelity in long bone bending and fracture. Thus, an effective research tool is needed to investigate the injury mechanisms involved in air bag loading and to judge the improvements of new air bag designs. The objective of this study is to create an efficient numerical model that exhibits both correct global kinematics as well as localized tissue deformation and initiation of fracture under various impact conditions. The development of the model includes the creation of a sufficiently accurate finite element mesh, the adaptation of material properties from literature into constitutive models and the definition of kinematic constraints at articular joint locations. In order to make the model applicable for full-scale simulations, it was coupled with a computationally efficient human model. The model was validated against available cadaver experiments, including static and dynamic three-point-bending tests to the arm and forearm, as well as frontal air bag to forearm impact tests. The sensitivity of the model to changes in air bag properties and upper limb orientation are demonstrated by performing parametric studies. It is shown that the risk of forearm fracture increases substantially with proximity to the deploying frontal air bag and air bag aggressiveness, which corresponds to experimental findings. However, it is shown that increasing the forearm supination angle is protective for the occurrence of forearm fracture. In conclusion, the developed model proves to be a useful research tool to investigate trends in injury severity as a result of a changing frontal air bag to upper extremity loading environment.

Material properties for modeling traumatic aortic rupture.

Traumatic aortic rupture is a significant cause of fatalities in frontal automobile crashes. However, such ruptures are difficult to reproduce experimentally in cadaveric surrogates, and it is difficult to observe dynamic aortic response in situ. So, the aortic injury mechanism or mechanisms remains in dispute. This study is a staged investigation of the physical parameters and mechanisms of human aortic rupture. The investigation includes both experimental study of local and global viscoelastic properties and failure properties of aortas using aortic tissue samples, excised aortas in vitro, and whole human aortas in situ in cadaver thoraxes. This study is the first phase in a staged programme to develop a finite element computer model of aorta injury to examine the mechanisms of aorta injury in automobile crashes. The high-rate local biaxial properties of porcine aorta tissue are determined from samples taken from the isthmus region, the most common area of failure in traumatic aorta injury. Using porcine aortas, similar in structure and physical characteristics to human aortic tissue, biaxial oscillatory response is determined at large strains and high strain rates. From this data, a hyperelastic material model with a failure threshold is developed that is in good agreement with local property data determined from oscillatory tests at 20 Hz and 65 Hz. Further, whole aorta tests are performed using pressure application with aortic pressure time histories similar in onset rate to those seen in cadaveric sled testing. These tests establish the ultimate stretch ratio and strain to failure for human aorta specimens. The specimens show no significant difference in response between the in situ tests and the in vitro tests. This indicates either that the internal thoracic boundary conditions may not be important in the stress and strain level of aorta failure or that the number of in situ tests (3) was too small to establish a difference. A Weibull survival analysis of the whole aorta failure tests shows significant dependence of aortic ultimate stretch ratio on age. A 50% risk of failure is 852 kPa in the circumferential direction and 426 kPa in the longitudinal direction. For pressure, the 50% risk of failure for all the tests is approximately 101 kPa. This increases to greater than 120 kPa for subjects below 68 years.

Nose blowing propels nasal fluid into the paranasal sinuses.

Intranasal pressures were measured in adults during nose blowing, sneezing, and coughing and were used for fluid dynamic modeling. Sinus CT scans were performed after instillation of radiopaque contrast medium into the nasopharynx followed by nose blowing, sneezing, and coughing. The mean (+/-SD) maximal intranasal pressure was 66 (+/-14) mm Hg during 35 nose blows, 4.6 (+/-3.8) mm Hg during 13 sneezes, and 6.6 (+/-3.8) mm Hg during 18 coughing bouts. A single nose blow can propel up to 1 mL of viscous fluid in the middle meatus into the maxillary sinus. Sneezing and coughing do not generate sufficient pressure to propel viscous fluid into the sinus. Contrast medium from the nasopharynx appeared in >/=1 sinuses in 4 of 4 subjects after a nose blow but not after sneezing or coughing.

Dynamic injury tolerances for long bones of the female upper extremity.

This paper presents the dynamic injury tolerances for the female humerus and forearm derived from dynamic 3-point bending tests using 22 female cadaver upper extremities. Twelve female humeri were tested at an average strain rate of 3.7+/-1.3%/s. The strain rates were chosen to be representative of those observed during upper extremity interaction with frontal and side airbags. The average moment to failure when mass scaled for the 5th centile female was 128+/-19 Nm. Using data from the in situ strain gauges during the drop tests and geometric properties obtained from pretest CT scans, an average dynamic elastic modulus for the female humerus was found to be 24.4+/-3.9 GPa. The injury tolerance for the forearm was determined from 10 female forearms tested at an average strain rate of 3.94+/-2.0%/s. Using 3 matched forearm pairs, it was determined that the forearm is 21% stronger in the supinated position (92+/-5 Nm) versus the pronated position (75+/-7 Nm). Two distinct fracture patterns were seen for the pronated and supinated groups. In the supinated position the average difference in fracture time between the radius and ulna was a negligible 0.4+/-0.3 ms. However, the pronated tests yielded an average difference in fracture time of 3.6+/-1.2 ms, with the ulna breaking before the radius in every test. This trend implies that in the pronated position, the ulna and radius are loaded independently, while in the supinated position the ulna and radius are loaded together as a combined structure. To produce a conservative injury criterion, a total of 7 female forearms were tested in the pronated position, which resulted in the forearm injury criterion of 58+/-12 Nm when scaled for the 5th centile female. It is anticipated that these data will provide injury reference values for the female forearm during driver air bag loading, and the female humerus during side air bag loading.

A technique for using strain gauges to evaluate airbag interaction with cadaveric upper extremities.

Radius and ulna fractures from airbag deployment onto the forearm have been reported in the literature. Based on laboratory experiments with eight cadaveric upper extremities, this paper presents a method for using strain gages to evaluate upper extremity loading during airbag deployment. The technique provides strain rates, bending moments, and time of fracture for the radius and ulna. Planar rosettes (350 omega, 5% strain) were selected as the best choice given the application to bone with a rosette being placed mid-shaft on both the anterior and posterior surfaces of the radius and ulna. Forearm incisions were intended to be minimally invasive and to limit damage to the interosseous membrane. The bone surface was prepared with Ether, and the gauges were bonded to the surface with methyl-2-cyanoacrylate. A thin latex cover was installed over the surface of the rosettes to isolate the gauges from the surrounding tissue. Strain relief of the gauges was provided by securing the wire leads to the bone with tie-wraps, as well as suturing the wires to the skin. With this technique all gauges reported accurate data throughout the duration of the impact.