Naturalistic driving study on the impact of an aftermarket blind spot monitoring system on the driver's behaviour of heavy goods vehicles and buses on reducing conflicts with pedestrians and cyclists.

The risk being severely or fatally injured in crashes with heavy goods vehicle and buses is much higher compared to other vehicles. Especially vulnerable road users such as pedestrian and cyclists are at high risk. In the European Union 4600 pedestrian and more than 2000 cyclists were killed in 2019. 18% of the fatalities were counted in crashes with heavy goods vehicles or buses. Blind spot situations and driver inattention or distraction are causing and contributing crash factors. Driver assistance systems are intended to support drivers and might have a positive effect on the crash avoidance. The objective of the study is the analysis of the change of driver behaviour in heavy goods vehicles and buses due to a aftermarket blind spot monitoring system. In a naturalistic driving study 15 heavy goods vehicles and five buses were equipped with a blind spot monitoring system and data were collected over a period of two years. The results revealed that the system would reduce the number of warnings with vulnerable road users by one third for heavy goods vehicles and 10% for buses. Up to 200 lives annually could potentially be saved with the analysed system, on the assumption that the collision warnings correlate directly with crashes.

Cervical disc prostheses need a variable center of rotation for flexion / extension below disc level, plus a separate COR for lateral bending above disc level to more closely replicate in-vivo motion: MRI-based biomechanical in-vivo study.

BACKGROUND: Cervical disc prostheses are used to preserve motion after discectomy, but they should also provide a near-physiological qualitative motion pattern. Nevertheless, they come in many completely different biomechanical concepts. This caused us to perform an in-vivo MR-based biomechanical study to further investigate cervical spine motion with the aim to gain new information for improving the design of future cervical arthroplasty devices. METHODS: Fifteen healthy volunteers underwent MRI-investigation (in order to avoid radiation exposure) of their cervical spines from C3 to C7; for each segment centers of rotation (COR) for flexion / extension were determined from 5 different positions, and CORs for lateral bending from 3 different positions. The motion path of the COR is then described and illustrated in relation to the respective COR for maximum flexion / extension or lateral bending, respectively, and the findings are translated into implications for a better biomechanical prosthesis-design. RESULTS: The COR for flexion / extension does not remain constant during motion. The CORs for the respective motion intervals were always found at different positions than the COR for maximum flexion /extension showing that the COR moves both along the x- and the y-axis throughout flexion / extension. For lateral bending a completely independent COR was found above disc-level. CONCLUSION: Flexion / extension is not a simple circular motion. Disc prostheses need a variable COR for flexion / extension below disc level with the capability to move both along the x- and the y-axis during motion, plus a second completely independent COR for lateral bending above disc level to closely replicate in-vivo motion. These findings are important for improving the biomechanical design of such devices in the future.

Are There Any Significant Differences in Terms of Age and Sex in Pedestrian and Cyclist Accidents?

This study has analyzed sex-specific differences in pedestrian and cyclist accidents involving passenger cars. The most frequently injured body regions, types of injuries, which show sex-specific differences and the general accident parameters of females and males were compared. Accident data from three different European countries (Austria, Netherlands, Sweden) were analyzed. The current analysis shows that for both, females and males, pedestrian and cyclist injuries are sustained mainly to the body regions head, thorax, upper extremities and lower extremities. The results show that the odds for sustaining skeletal injuries to the lower extremities (incl. pelvis) in females are significantly higher. It was observed in all datasets, that the odds of females being involved in a rural accident or an accident at night are lower than for males. Elderly pedestrian and cyclist (≥60YO) tend to sustain more severe injuries (AIS2+ and AIS3+) than younger pedestrian and cyclists (<60YO) in some of the datasets. The findings of this study highlight the differences in males and females in both, accident scenarios and sustained injuries. Further investigations are needed to distinguish between gender- and sex-specific differences causing the different injury patterns.

Correction to: In cervical arthroplasty, only prosthesis with flexible biomechanical properties should be used for achieving a near-physiological motion pattern.

An amendment to this paper has been published and can be accessed via the original article.

In cervical arthroplasty, only prosthesis with flexible biomechanical properties should be used for achieving a near-physiological motion pattern.

BACKGROUND: In cervical arthroplasty, qualitative motion analysis generally investigates the position of the center of rotation (COR) before and after surgery. But is the pre-op COR suitable as reference? We believe that only a comparison against healthy individuals can answer whether a physiological motion pattern has been achieved. The aim of our study was to examine how the COR for flexion/extension after insertion of 3 biomechanically completely different types of disc prostheses compares to healthy volunteers, and whether and how prosthesis design contributes to a more natural or maybe even worse motion pattern. METHODS: In 15 healthy volunteers, MRI in flexion and in extension was taken, and the coordinates for the CORs (COR-HV) from C3 to C7 were determined. Then pre- and post-op flexion/extension x-rays from 30 patients with a one-level disc prosthesis underwent analysis for determination of COR from C3 to C7; 10 patients who received a Bryan, a Prestige STLP, or a Discover prosthesis were chosen, respectively. Change of post-op COR position was investigated in relation to the COR-HV. RESULTS: The pre-operative COR is not congruent with the COR found in healthy subjects and therefore cannot be used as reference for investigation whether a disc prosthesis resembles natural motion. However, the comparison with healthy individuals shows that prosthesis insertion can change the coordinates of the COR to any direction in all levels from C3/4 to C6/7 regardless of the operated segment. Prostheses with flexible biomechanical properties can contribute to shift the COR toward normal, but devices with unphysiological biomechanical design, like fixed ball socket designs, for instance, can make the motion pattern even worse. CONCLUSIONS: Even if the small cohorts in our study do not allow strong conclusions, it seems that in cervical arthroplasty, the biomechanical concept of the prosthesis has a significant impact whether a near-physiological motion pattern can be achieved or not. As it is a rumor but not scientifically proven that prosthesis design has no influence on clinical outcome, surgeons should only choose devices with flexible biomechanical properties for disc replacement.

Impacts to the chest of PMHSs - Influence of impact location and load distribution on chest response.

The chest response of the human body has been studied for several load conditions, but is not well known in the case of steering wheel rim-to-chest impact in heavy goods vehicle frontal collisions. The aim of this study was to determine the response of the human chest in a set of simulated steering wheel impacts. PMHS tests were carried out and analysed. The steering wheel load pattern was represented by a rigid pendulum with a straight bar-shaped front. A crash test dummy chest calibration pendulum was utilised for comparison. In this study, a set of rigid bar impacts were directed at various heights of the chest, spanning approximately 120mm around the fourth intercostal space. The impact energy was set below a level estimated to cause rib fracture. The analysed results consist of responses, evaluated with respect to differences in the impacting shape and impact heights on compression and viscous criteria chest injury responses. The results showed that the bar impacts consistently produced lesser scaled chest compressions than the hub; the Middle bar responses were around 90% of the hub responses. A superior bar impact provided lesser chest compression; the average response was 86% of the Middle bar response. For inferior bar impacts, the chest compression response was 116% of the chest compression in the middle. The damping properties of the chest caused the compression to decrease in the high speed bar impacts to 88% of that in low speed impacts. From the analysis it could be concluded that the bar impact shape provides lower chest criteria responses compared to the hub. Further, the bar responses are dependent on the impact location of the chest. Inertial and viscous effects of the upper body affect the responses. The results can be used to assess the responses of human substitutes such as anthropomorphic test devices and finite element human body models, which will benefit the development process of heavy goods vehicle safety systems.

Comparative study of potential whiplash injuries for different occupant seated positions during rear end accidents.

PURPOSE: Whiplash injuries to the cervical spine represent a considerable economic burden on society with medical conditions, in some cases persisting for more than a year. Numerous studies of whiplash injuries have been made for occupant normal seated position, leaving the analysis of neck injuries for out-of-normal positions not well documented. For that purpose, a detailed human cervical spine finite element model was developed. METHODS: The analysis was made for four most common occupant seated positions, such as: Normal Position with the torso against the seat back and the head looking straight ahead, Torso Lean forward position with the torso away from the seat back for approximately 10°, Head Flexed position with the head flexed forward approximately 20° from the normal position and Head-Flexed with Torso Lean forward position with the head flexed forward approximately 20° and torso 10° from the normal position. RESULTS: The comparative study included the analysis of capsular ligament deformation and the level of S-curvature of the cervical spine. The model developed predicted that Head Flexed seated position and Head-Flexed with Torso Lean forward seated position are most threatening for upper and lower cervical spine capsular ligament, respectively. As for the level of S-curvature, the model predicted that Head-Flexed with Torso Lean forward seated position would be most prone to neck injuries associated with it. CONCLUSIONS: This study demonstrated that the occupant seated position has a significant influence on potential whiplash injuries.

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.