Kinematics of the unrestrained vehicle occupants in side-impact crashes.

A test series involving direct right-side impact of a moving wall on unsupported, unrestrained cadavers with no arms was undertaken to better understand human kinematics and injury mechanisms during side impact at realistic speeds. The tests conducted provided a unique opportunity for a detailed analysis of the kinematics resulting from side impact. Specifically, this study evaluated the 3-dimensional (3D) kinematics of 3 unrestrained male cadavers subjected to lateral impact by a multi-element load wall carried by a pneumatically propelled rail-mounted sled reproducing a conceptual side crash impact. Three translations and 3 rotations characterize the movement of a solid body in the space, the 6 degrees of freedom (6DoF) kinematics of 15 bone segments were obtained from the 3D marker motions and computed tomography (CT)-defined relationships between the maker array mounts and the bones. The moving wall initially made contact with the lateral aspect of the pelvis, which initiated lateral motion of the spinal segments beginning with the pelvis and moving sequentially up through the lumbar spine to the thorax. Analyzing the 6DoF motions kinematics of the ribs and sternum followed right shoulder contact with the wall. Overall thoracic motion was assessed by combining the thoracic bone segments as a single rigid body. The kinematic data presented in this research provides quantified subject responses and boundary condition interactions that are currently unavailable for lateral impact.

Whole-body response to pure lateral impact.

The objective of the current study was to provide a comprehensive characterization of human biomechanical response to whole-body, lateral impact. Three approximately 50th-percentile adult male PMHS were subjected to right-side pure lateral impacts at 4.3 ± 0.1 m/s using a rigid wall mounted to a rail-mounted sled. Each subject was positioned on a rigid seat and held stationary by a system of tethers until immediately prior to being impacted by the moving wall with 100 mm pelvic offset. Displacement data were obtained using an optoelectronic stereophotogrammetric system that was used to track the 3D motions of the impacting wall sled; seat sled, and reflective targets secured to the head, spine, extremities, ribcage, and shoulder complex of each subject. Kinematic data were also recorded using 3-axis accelerometer cubes secured to the head, pelvis, and spine at the levels of T1, T6, T11, and L3. Chest deformation in the transverse plane was recorded using a single chestband. Following the impact the subject was captured in an energy-absorbing net that provided a controlled non-injurious deceleration. The wall maintained nearly constant velocity throughout the impact event. One of the tested subjects sustained 16 rib fractures as well as injury to the struck shoulder while the other two tested subjects sustained no injuries. The collected response data suggest that the shoulder injury may have contributed to the rib fractures in the injured subject. The results suggest that the shoulder presents a substantial load path and may play an important role in transmitting lateral forces to the spine, shielding and protecting the ribcage. This characterization of whole-body, lateral impact response provides quantified subject responses and boundary condition interactions that are currently unavailable for whole-body, lateral impacts at impact speeds less than 6.7 m/s.

Head-turned postures increase the risk of cervical facet capsule injury during whiplash.

STUDY DESIGN: In vitro experiments using cadaveric cervical spine motion segments to quantify facet capsular ligament strain during whiplash-like loading. OBJECTIVE: To quantify facet capsule strains during whiplash-like loading with an axial intervertebral prerotation simulating an initial head-turned posture and to then compare these strains to previously-published strains for partial failure and gross failure of the facet capsule for these specimens. SUMMARY OF BACKGROUND DATA: Clinical data have shown that a head-turned posture at impact increases the severity and duration of whiplash-related symptoms. METHODS: Thirteen motion segments were used from 7 women donors (50 +/- 10 years). Axial pretorques (+/-1.5 Nm), axial compressive preloads (45, 197, and 325 N), and quasi-static shear loads (posteriorly-directed horizontal forces from 0 to 135 N) were applied to the superior vertebral body to simulate whiplash kinematics with the head turned. Three-dimensional displacements of markers placed on the right facet capsular ligament were used to estimate the strain field in the ligament during loading. The effects of pretorque direction, compression, and posterior shear on motion segment motion and maximum principal strain in the capsule were examined using repeated-measures analyses of variance. RESULTS: Axial pretorque affected peak capsule strains more than axial compression or posterior shear. Peak strains reached 34% +/- 18% and were higher for pretorques toward rather than away from the facet capsule (i.e.-, head rotation to the right caused higher strain in the right facet capsule). CONCLUSION: Compared to previously-reported data for these specimens, peak capsule strains with a pretorque were double those without a pretorque (17% +/- 6%) and not significantly different from those at partial failure of the ligament (35% +/- 21%). Thus a head-turned posture increases facet capsular ligament strain compared to a neutral head posture-a finding consistent with the greater symptom severity and duration observed in whiplash patients who have their head turned at impact.

Correlation of strain and loads measured in the long bones with observed kinematics of the lower limb during vehicle-pedestrian impacts.

The purpose of this study is to determine the loads in the long bones of the lower extremities during vehicle-pedestrian impact tests, and to correlate load data with observed kinematics in an effort to understand how stature and vehicle shape influence pedestrian response. In tests with a large sedan and a small multi-purpose vehicle (MPV), four post mortem human surrogates (PMHS) in mid-stance gait were struck laterally at 40 km/h. Prior to the tests, each PMHSwas instrumented with four uniaxial strain gages around the mid-shaft cross section of the struck-side (right) tibia and the femora bilaterally. After the tests, the non-fractured bones were harvested and subjected to three-point bending experiments. The effective elastic moduli were determined by relating the applied bending loads with the measured strains using strain gage locations, detailed bone geometry, and elastic beam theory. Using the strains measured in the vehicle-pedestrian tests and the calculated effective elastic moduli, the axial load and bending moments in the instrumented bone cross-sections were calculated. Peak longitudinal strains in the mid-shaft cross-sections approached 1% in the right tibiae and exceeded 0.5% in the right femora with peak strain rates of 200%s(-1)-750%s(-1) in the right tibiae and 100%s(-1)-170%s(-1) in the femora. While peak axial forces were consistent for both vehicles and ranged from 1 kN to 3 kN, bending moments in the right lower extremity exceeded 300 Nm in the sedan impacts but were substantially lower in impacts with the MPV. The right tibia bent predominantly in the medial direction during the impact whereas bi-modal patterns were observed in the sagittal bending moment time histories of the femora. Stature differences caused variations in hip and knee impact locations relative to the hood edge and bumper of each vehicle that may have been a contributing factor resulting in more severe struck-side lower extremity injuries in the tall subject tested with the MPV, and more severe struck-side lower extremity injuries in the shorter subject tested with the sedan.