Browse Topic: Medical, health, and wellness

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Robust restraint system design requires effectiveness across varied anthropometries. Biofidelity reference datasets of postmortem human surrogates (PMHS), a necessary component of informing and assessing restraint system design, exist for the midsize males and small females, but there is limited research for other anthropometries such as the midsize female and obese populations. The goal of this study was to evaluate the kinematic and injury response of midsize female, elderly midsize female, obese female, and obese male PMHS in upright frontal impacts in a simplified restraint environment. The test condition in this study was a full-frontal 30 km/h impact. The test fixture consisted of a rigid seat, knee bolster, footpan, a custom 3 kN shoulder belt force limiter, and separate shoulder and lap belts. Twelve tests were performed with PMHS of varied anthropometries: three per occupant type (midsize female, elderly midsize female, obese female, and obese male). The restraint environment limited the movement of the lower extremities, isolating the thoracic response. Shoulder belt lengths and positioning varied by occupant type. Peak shoulder belt force values ranged between 2.8 and 4.4 kN. Differences in soft tissue distribution (including the hips, abdomen, and breasts) affected both the pre-test path of the shoulder belt on the thorax and the belt’s subsequent motion relative to the thorax during the test. Rib fractures were observed across all four occupant types ranging from 0 to 19 fractures. Occupant anthropometry affected the impact and injury response of the PMHS in this study, demonstrating the breadth of the population over which restraint system robustness is required.
Gallaher, Mary K., Donlon, John-Paul, Nazari, Isabella L., Mann, Logan M., Hollar, Reagan T., Sochor, Sara H., Noss, Junior R., Forman, Jason L.
Biomechanical response targets for the thorax have largely focused on the 50th percentile male, limiting their relevance for smaller females. Previous studies have provided side-impact female postmortem human subjects (PMHS) data from either oversimplified or realistic boundary conditions. This study aimed to generate thoracic biomechanical responses of small female PMHS in a simplified side-impact condition with realistic components and compare responses between two input energy levels. Twelve small female PMHS were seated on a simplified seat with FMVSS No. 213a seat foam and fabric and impacted once on the left thorax with either a 14.0 kg (low energy) or 23.7 kg (high energy) pneumatic impactor at 4.5 m/s. A rectangular impactor face (22.9 × 25.4 cm) covered with FMVSS No. 213a armrest foam simulated an intruding door panel. Thoracic deflection was measured using a chestband. Inertially compensated force was recorded via a load cell. Spinal kinematics were captured using six-degree-of-freedom motion blocks. Biomechanical responses were compared between groups using two-sample t-tests. The high-energy group exhibited significantly higher peak forces (2.5 vs. 1.9 kN, p = 0.0001), greater thoracic deflections (41.0 vs. 33.9 mm, p = 0.016), and increased deformation energy (91.6 vs. 61.0 J, p = 0.0001). Effective stiffness did not differ significantly between groups (p = 0.734). Energy loss increased with impact severity (66.2 vs. 56.7%, p = 0.020). Kinematic responses also increased with increased input energy. Peak y-accelerations were significantly greater at T4 in the high-energy group (p = 0.049). The sternum exhibited significantly greater peak z-angular velocity in the high-energy group (p = 0.038). Mean BioRank System Score (BRSS) of the force–deflection corridors between groups was 0.93. In summary, these findings provide essential biomechanical data and establish an important foundation for developing improved testing conditions and advancing the evaluation of female human body models (HBMs) and anthropomorphic test devices (ATDs) in side-impact scenarios.
Anantharamakrishnan, Srinivas, Kemper, Andrew, Baker, Gretchen H., Guettler, Allison J., Rhule, Heather, Kang, Yun-Seok, Agnew, Amanda M.
The performance of Midwest Guardrail Systems (MGS) during impact with electric vehicles (EVs) has raised concerns with recent observations demonstrating a higher susceptibility to rail failures. These failures are hypothesized to be related to EV-specific design, including variations in front-end geometry and inertial properties. Current guardrail evaluations rely on two vehicle types, a small car and a pickup truck, potentially overlooking sensitivity to front-end geometry variations, potentially leading to unanticipated impact responses. Additionally, the extent to which geometry influences occupant injury risks and trends during vehicle-guardrail impact remains insufficiently investigated. The objective of this study is to quantify the influence of vehicle front-end geometry on occupant injury risk during vehicle-guardrail impacts using finite element (FE) simulations. Occupant injury risk is analyzed using Hybrid III anthropomorphic test device (ATD)-based injury criteria and flail space-based vehicle severity metrics to identify trends and relationship between geometric variations and injury probability. Front-end geometry data from the Insurance Institute of Highway Safety (IIHS) were analyzed to identify parameters and ranges associated with adverse MGS performance. Based on vehicle alignment with the W-beam, hood leading-edge height, hood leading-edge angle, and bumper height were morphed on the Toyota Yaris model. A Latin Hypercube Design of Experiments generated 13 unique configurations for detailed analysis. Full-scale Manual for Assessing Safety Hardware (MASH) Test Level 3 FE simulations were then performed between the morphed vehicle models integrated with Hybrid III 50th percentile male ATD and MGS guardrail. Occupant injury metrics were evaluated alongside vehicle-based crash severity measures. All vehicle geometries fulfilled MASH criteria with occupant impact velocity (OIV) and occupant ride down acceleration (ORA) within tolerance with no rail rupture. Simulations suggest that probability of serious full-body injury (AIS3+) was estimated at 17.11% while probability of severe neck injury was the highest at 15.64% among the component level probabilities. While front-end geometry influences occupant kinematics, resulting injury metrics and vehicle-guardrail interaction characteristics, it does not independently govern occupant injury risk. Although, the MASH tests have the same outcome as the geometries studied, the changes in EV inertial properties could interact with the geometry leading to barrier failure, which will be explored in future work.
Bubna, Maheep, Buckland, Elijah, Riexinger, Luke E., Untaroiu, Costin
Pilon fractures are a severe lower-extremity injury sustained in motor vehicle crashes, characterized by high-axial loading that drives the talus into the tibial plafond and frequently results in poor long-term functional outcomes and post-traumatic osteoarthritis (PTOA). Despite advances in surgical management, clinical complications remain frequent in 20–50% of cases in literature, which highlights the need to identify modifiable upstream risk factors in the motor vehicle crash environment. The Abbreviated Injury Scale (AIS) is the predominant tool for crash injury severity analysis, and it classifies all closed pilon fractures uniformly as moderate (AIS 2) regardless of comminution or imparted energy and poorly predicts long-term functional outcomes. An existing fracture energy severity metric quantifies the acute mechanical energy delivered to bone during fracture and has been linked to PTOA development. This study represents one of the first multivariate applications of the fracture energy metric to crash data, examining how occupant demographics, crash kinematics, and vehicle safety systems relate to pilon fracture severity. Fifty belted occupants with Orthopaedic Trauma Association (OTA) Type B or Type C pilon fractures were identified through the Crash Injury Research and Engineering Network (CIREN) database. Fracture fragment surface models were generated from clinical computed tomography (CT) and used to compute fracture energy severity through a custom MATLAB script. A generalized linear model with a gamma log link was fit using seven predictors: age, delta-v, knee bolster airbag (KBAB) deployment, fracture loading mechanism, biological sex, osteoporosis, and body mass index (BMI). KBAB deployment and pure axial compression loading were both significantly associated with higher fracture energy (p = 0.011 and p = 0.002), and age approached an inverse association (p = 0.086). These findings establish the fracture energy metric as a viable tool for crash injury analysis and suggest that certain vehicle safety system characteristics warrant further investigation as modifiable factors influencing pilon fracture severity.
Northrup, Samuel, Bangert, L. Garrett, Armstrong, William, Stitzel, Joel D., Martin, R. Shayn, Dibbern, Kevin, Anderson, Donald D., Weaver, Ashley A., Collins, Caitlyn J.
Pelvis fractures can be complex and occur in many different regions of the bone. Loading due to side impact can transfer anteriorly through the pubic symphysis and posteriorly through the sacroiliac joint. Virtual testing with human body models (HBMs) has the potential to capture the complex loading mechanisms that contribute to pelvis fractures, but injury prediction with HBMs must be refined and validated using physical test data. Most postmortem human subject (PMHS) studies testing side-impact and pelvic injuries use simplified test modes rather than simulating realistic boundary conditions. It is important to understand the differences between pelvis fractures resulting from in-lab tests and those sustained in real-world collisions, particularly for when these PMHS tests are used in injury risk function development to predict injuries caused by collisions in the real world. This study seeks to compare injury types and loading mechanisms from existing PMHS tests to those observed in real-world side-impact collisions from Crash Injury Research and Engineering Network (CIREN) to examine their suitability for refining HBM injury prediction for the pelvis. Seventy-seven percent of PMHS tests with injuries had fractures in the anterior region of the pelvis, 23% in the iliac wing, 30% in the sacroiliac region, and 16% in the acetabulum, where a PMHS test could have fractures in multiple regions. Fractures were divided into primary- and secondary-side fractures, where the primary side was defined as the side impacted in a PMHS test and the side closest to the crash in a CIREN case. A higher proportion of cases with secondary-side acetabulum and sacroiliac pelvis fractures was observed in CIREN compared to PMHS tests, which may be related to interaction with structures in a vehicle environment. A pattern of “squeezing” the pelvis between the intruding door and the center console in near-side crashes was observed.
Nazari, Isabella, Heo, Jaehyuk, Gepner, Bronislaw, Forman, Jason
Modern combat helmets improve wearer survivability through preventing ballistic penetration via delamination or deformation of the shell material. However, this deformation may impinge upon the skull and present a risk of behind-helmet blunt trauma (BHBT). While legacy aramid helmets from the late 1970s–1980s inform current NIJ testing standards, the advent of lower areal density ultra-high molecular weight polyethylene (UHMWPE) and modern suspensions may incur unknown changes that present an unknown effect on BHBT risk. This study investigates whether current standards relying on a peak acceleration threshold and residual clay deformation may not reflect changes in deformation geometry seen in newer shell materials and suspension designs. Thirty-eight helmets categorized into three groups, older aramid, newer aramid (with new suspension), and prototype UHMWPE (with old suspension), were mounted on Hybrid III ATD head-necks and impacted on the temporal surface with 9 mm NATO projectiles at velocities between 388 and 482 m/s. Flash x-ray imaging captured deformation geometry. Deformations were digitized to measure maximum depth, volume, and surface area recruited. Multiple linear regression identified the influence of shell material and suspension on geometry. Results indicated that shell material significantly affected deformation volume and area (p < 0.05). Notably, UHMWPE exhibited a qualitatively more “pointed” deformation profile compared to aramid, recruiting material differently as depth increased. In contrast, suspension type and helmet design did not significantly influence deformation geometry. These findings suggest that the BHBT geometry in UHMWPE helmets differs fundamentally from aramid helmets. As UHMWPE helmets encounter higher-energy threats, current acceleration threshold or depth-based standards may not fully capture the risk of skull fracture. To future-proof helmet validation, testing standards should evolve beyond current standards to include area recruitment and other geometric measures.
Pang, Derek Y., Salzar, Rober S., Boggess, Brian M., Bass, Cameron R.
Fifteen research posters were prepared and presented by student authors. The posters covered a wide breadth of works-in-progress and recently completed projects. Topics included a variety of body regions and injury scenarios: Assessment of Layered Seat Cushion Configurations for Underbody Blast Protection Quantifying Head Impact Exposure in Collegiate 15s Rugby and Relationship to Clinical Measures Elderly Fatality in CIREN Cases: A Matched-Case Review The Relationship between Injury Risk for Child, Teen, and Adult Pedestrians in Collisions Preceded by PAEB Activation and PAEB Pulse Characteristics Quantifying Kinematic and Vibrational Responses in Hockey-Style Catcher’s Mask Incorporating Cortical Bone Property Variability into Simulations of Isolated Ribs under Anterior–Posterior Bending Lacrosse Ball Impacts on Women’s Headgear Mechanical Characterization of the Liver and Kidney: A Systematic Review Quantifying Changes in Mouthguard–Dentition Fit to Support Head Impact Measurement Validity Whole-Body MRI to Assess Perfusion Success and Soft Tissue Injuries in PMHS Subjected to High-Rate Loading Quantitative CT and MRI-Based Modeling Assessment of Spine Injury Risk Following Long-Duration Spaceflight An Investigation of Local Accelerator Pedal Geometry Effects on Ankle Motion How Do Different Human Body Models Affect Occupant Impact Responses and Restraint Design Optimizations in Frontal Crashes? The Potential Effects of Youth Hockey Helmet Shell Add-Ons Evaluation of Surrogate Soft Tissue Candidates for Biofidelity and Durability
Forman, Jason, Mueller, Becky
Lower extremity injuries remain common in frontal motor vehicle crashes, with evidence suggesting increased vulnerability among female occupants. While prior research has established failure tolerances of midsize male lower extremities under bending and combined loading conditions, limited data exist for small female specimens. This study aimed to characterize and compare the failure tolerance of small female and midsize male postmortem human subject lower leg specimens under combined axial compression and posterior–anterior (PA) bending using consistent boundary conditions. Twenty-four lower leg specimens, including the tibia, fibula, and surrounding soft tissue, were obtained from 50th percentile male (n = 12) and 5th percentile female (n = 12) donors. Dynamic tests to failure were conducted at 1.5 m/s using a test apparatus designed to apply three-point bending in the PA direction with varying levels of superimposed axial compression (0, 2, 4, and 6 kN). When paired left and right legs from the same donor were available, they were assigned to different loading conditions to assess the influence of axial compression magnitude. Fracture timing was determined using force, strain, acoustic emission data, high-speed video, and post-test CT imaging. Results indicated that 18 specimens fractured at the tibial shaft, 5 near the potting interface, and 1 did not fracture. Under pure bending, mean failure moments were 255 ± 57 Nm for males and 156 ± 15 Nm for females. At 6 kN axial compression, failure moments decreased to 195 Nm and 72 Nm for male and female specimens, respectively. Among matched pairs, increasing axial load resulted in an average 21% reduction in bending moment at failure. These findings demonstrate reduced failure tolerance with increasing axial compression and highlight sex-based differences. The data provide a foundation for developing improved injury risk functions and scaling methodologies for diverse occupant populations as well as informing anthropometric test devices and human body models.
Carbon, Maria, Nazari, Isabella, Edinger, Timothy, Shin, Jeesoo, Hanggi, Connor, Kerrigan, Jason, Forman, Jason
Globally, approximately 11 million pedestrian impacts each year result in injury or death. The lower extremity is the most frequently injured body region in pedestrian impacts, and these injuries often lead to long-term disability. To better understand lower-extremity injury risk, biomechanical testing of the leg and tibia has previously been conducted. However, this work has mainly focused on males, despite females having a higher risk of sustaining lower-extremity injuries in these loading events. This study aimed to evaluate the effects of sex and age on biomechanical properties of the isolated human tibia in a diverse sample. Sixty-six tibiae from 35 females and 31 males with similar age distributions (p > 0.05; females = 68.8 ± 3.4 years; males = 59.8 ± 4.0 years) were utilized. Tibial diaphyses were loaded to failure at 6 m/s in lateral–medial four-point bending to replicate vehicle bumper interaction in pedestrian impacts. Reaction forces were measured at each end of the bone. Proximal and distal moments were calculated as the product of reaction force and the distance from the axis of rotation to the nearest impact site. Peak bending moment at midshaft was further calculated as the maximum of the average proximal and distal moments. Strain at time of fracture was determined from axial strain gages on the lateral and medial bone surface between impactor locations. Maximum deflection was normalized by specimen length and area moment of inertia. Males exhibited significantly greater peak moments than females (p = 0.001). In the full sample, age demonstrated a weak but significant negative relationship with peak moment (p = 0.013, R2 = 9.3%); however, no significant age relationship was observed when males or females were analyzed separately. Male tibiae had a significantly greater deflection than female tibiae (p = 0.001), but no significant sex difference was observed with normalized deflection. Age was strongly and negatively associated with deflection in the full sample (p < 0.0001, R2 = 39.7%), and for males (p < 0.0001, R2 = 44.8%) and females (p < 0.0001, R2 = 25.4%) separately. No significant sex differences were observed for tensile strain at fracture. However, age had a significant negative relationship with tensile strain in the full sample and within each sex (p < 0.0001). Further investigation with larger sample sizes is needed to characterize the interacting effects of sex, age, and size. Overall, this work advances understanding of tibial biomechanics and provides insight for improving pedestrian safety tools including anthropomorphic test devices and human body models.
Spangler, Jonathon, Agnew, Amanda, Kang, Yun-Seok, Kemper, Andrew, Hunter, Randee, Baker, Gretchen, Guettler, Allison, Harden, Angela
The guiding hypothesis for this project is that wheelchairs compliant with RESNA WC19 voluntary standards for vehicle crashworthiness could meet aircraft seating crashworthiness standards specified by the FAA. This article documents methods and results of static testing. Companion efforts for dynamic horizontal and vertical dynamic testing are reported elsewhere [1]. Surrogate 4-point-strap tiedowns secured the wheelchairs in all tests, using the geometry specified for WC19 testing. Nine different commercial wheelchairs, representing a range of designs, were tested using adapted versions of FAA procedures for static loading in five directions. Occupant restraint conditions included both a wheelchair-anchored lap belt and a floor-mounted lap belt. Tested wheelchairs met static requirements for integrity and deformation, despite multiple tests conducted on the same wheelchair. These results support future use of personal wheelchairs as seating on aircraft, provided the wheelchairs meet WC19 requirements. Additionally, the wheelchairs must be secured with 4-point-strap tiedowns, and occupants should be restrained using both a wheelchair-mounted belt and a supplemental lap belt anchored to the aircraft.
Orton, Nichole R., Manary, Miriam A., Vallier, Tyler, Boyle, Kyle J., Klinich, Kathleen D.
Over the past decade, the rapid deployment of Low Earth Orbit (LEO) mega-constellations has significantly reshaped the spatial distribution of the near-Earth environment and increased orbital density to historically high levels. While popularizing space access, the accumulation of defunct or non-cooperative satellites raises severe concerns regarding space sustainability and the Kessler syndrome. Consequently, the ability to conduct active, multi-target close-proximity inspection is becoming an essential capability for Space Situational Awareness (SSA). Traditional monolithic servicing strategies rely on sequential point-to-point orbital transfers, which have to face heavy computation cost and restrictive fuel constraints when targeting multi-planar distributed networks requiring continuous out-of-plane maneuvers and phasing adjustments. In order to overcome these limitations, the paper proposes a coordinated mother-daughter satellite cluster architecture. A primary mother satellite serves as a deployment hub, while a swarm of highly maneuverable daughter satellites executes sequential "Observe-and-Return" missions, gathering high-fidelity SSA data. Assigning these multi-target inspection missions to a limited fleet creates an NP-hard combinatorial challenge, further compounded by strictly non-overlapping operational time windows and rigid propellant boundaries. To navigate this high-dimensional search space, the study introduces an improved Genetic Algorithm (GA) featuring a dynamic chronological decoding mechanism. Furthermore, to eliminate secular positional drifts during orbital integration, a high-fidelity five-impulse maneuver sequence is established, embedding an autonomous Lambert-based positional compensation mechanism. Simulation results indicate that the proposed method yields scalable, fuel-feasible, and load-balanced kinematic baselines for autonomous target characterization across large-scale constellations. Additionally, an event-triggered dynamic re-planning mechanism is utilized to robustly adapt to uncooperative evasive maneuvers in highly dynamic real-world space scenarios.
Sheng, Beining, Tian, Yang, Li, Tieying, Shan, Yiming
Certain aspects of cognitive state, such as attention, are known to oscillate and exhibit time-varying dynamics. This has strong implications for future human-system integration since, across domains, there is often a cost to interrupting ongoing processes. However, to date there is little knowledge about the cost of such disruption when considering cognitive resources. We have constructed a predictive model that captures these oscillations and predicts future cognitive state using only a finite history of prior state. We use this model to investigate what happens when ongoing cognitive dynamics are interrupted. We use data in which participants perform an unrestricted visual search task, while an auditory side task is randomly injected. The results show that when the timing of the side task causes a disruption, the participants’ physiology display patterns that have been previously associated with increased cognitive load. This indicates that it is not only the nature of the task that must be considered but also the onset time of the task. When task demands are out of phase with ongoing dynamics there is a cost to this timing error in addition to the challenge of the task itself.
Gordon, S. M., Touryan, J.
Biomanufacturing uses microorganisms to produce chemicals or materials of interest, much like a brewery uses fermentation by yeast to produce the alcohol in beer. Biomanufacturing relies upon synthetic biology to reprogram yeast or other microorganisms to produce something of greater value, such as fuel, food, or pharmaceuticals. Industrial biomanufacturing has made significant advances and the products it can deliver include reactive coatings and textiles, sensors, optical materials that can bend light, and new therapeutics such as antimicrobials and vaccines. The convergence of synthetic biology, robotics, and artificial intelligence is opening the way to produce materials never before possible in the commercial market. These same technologies create the opportunity for the miniaturization of this technology to fit into ever more compact spaces, bringing forward deployment of these mini-factories closer and closer to the point of need.
Ahern, Brooke, Crumbley, Annie, Walker, Anne, Grodecki, Joseph
Modern mission-critical ground vehicle systems must adapt to rapidly evolving threats, deploying changes in months or days while maintaining reliable and safe operation. Historic manual development and testing methods cannot keep pace without compromising safety assurances. Continuous Integration and Continuous Deployment (CI/CD) pipelines offer proven approaches to accelerating development, but implementing them for mission-critical systems requires careful attention to verification rigor. This paper presents a practical framework for implementing CI/CD pipelines across any level of rigor, from rapid prototyping to DO-178C and ISO 26262 certified systems. Drawing on experience from aviation, medical device, and ground vehicle development, the framework provides guidance for each pipeline stage based on the system’s desired level of rigor. This framework includes an examination of the value of Software-in-the-Loop vs Hardware-in-the-Loop testing to optimize development timelines while maintaining software quality.
Lingg, Michael, Paul, Howard, Schulte, Brian, Wilkinson, Robert
Military ground vehicles are transitioning from manually operated platforms to highly automated systems, which fundamentally alters the cognitive demands placed on crew members. Rather than reducing workload, automation frequently redistributes it, introducing challenges associated with supervisory monitoring, autonomy mode calibration, and situational awareness. Augmented cognition (AugCog) offers a closed-loop framework in which real-time physiological and behavioral measures of operator cognitive state can be used to dynamically adapt system interfaces and autonomy levels. This paper reviews six nonintrusive sensor modalities suitable for military ground vehicle crew stations: remote photoplethysmography (rPPG), facial thermography, eye tracking and pupillometry, dry-electrode electroencephalography (EEG), Facial Action Coding System (FACS) action unit (AU) analysis, and elastic electrodermal activity (EDA) sensors. A conceptual multimodal crew station integration framework is proposed, and future research directions are outlined.
Mikulski, Christopher, Riegner, Kayla
Brake pedal feel is arguably the most important driver-facing characteristic of a vehicle’s brake system, as it represents the main interaction between the brake system and the driver and is experienced by the driver in every trip taken. It has traditionally been characterized by three fundamental curves - deceleration versus force at the pedal pad, deceleration versus travel at the pedal pad, and travel at the pedal pad versus force (which is derivable from the other two curves). These characterizations, while useful, stop short of describing what the driver actually experiences - felt through the forces in and contraction of his or her leg muscles. When brake pedal feel is traced away from the brake pedal pad and into the driver’s leg, a complex new system emerges, containing the brake system and the biomechanics of the driver. This expanded system is now subjected to - but can also help explain - influences such as seating position, foot position, brake pedal geometry, and the driver’s own biometrics (such as leg and foot dimensions). The present research covers the creation of a simplified biomechanical model of the driver and the brake system, and the use of this model to illustrate the influence of these new elements of the system and human-machine interactions on the driver’s perception of brake pedal feel. Observations are corroborated, to the extent possible while respecting propriety, to human driver feedback from clinics and from the field.
Antanaitis, David, Antanaitis, Rebecca, Morris, Brock
In expressway reconstruction and extension projects, median opening sections are safety bottlenecks and high-congestion areas. Decision-making for their speed limit schemes must balance multiple conflicting objectives, such as safety, efficiency, economy, and driver psychology, which traditional single-objective methods cannot adequately address. This study proposes a Multi-Criteria Decision-Making (MCDM) framework based on the Fuzzy Analytic Hierarchy Process (FAHP). First, three speed limit schemes were designed based on standards and investigations. Subsequently, a comprehensive evaluation hierarchy including six main criteria and 21 sub-criteria was constructed. Finally, expert questionnaires were used to acquire the weights and score the schemes. The results show that “Safety” is the dominant criterion with the highest weight, reaching 54.3%. Scheme 3 (the 80→70 km/h scheme) achieved the highest comprehensive score, as it realized the best balance across dimensions such as efficiency, economy, and driver acceptance. Sensitivity analysis verified the robustness of this ranking result. The FAHP framework proposed in this study provides a scientific and robust tool for speed limit decision-making in complex work zones.
Zhao, Wenzheng, Ran, Jin, Zhan, Shiyang, Kadir, Ahmetjan, Doheter, Jiangenle, Ma, Jiarui
To evaluate the driving safety performance of continuous curves, this study developed a safety assessment model using a human-computer interaction simulation platform. First, three indicators are selected, including the driver’s heart rate variability, the rate of change in steering wheel angle, and trajectory lateral deviation, which together form a driving safety evaluation indicator system. Secondly, through significance testing and range analysis. Through analysis, four key curve-related elements are identified as having a notable influence on the overall evaluation indicators. A global optimization algorithm using multivariate nonlinear regression is then applied to establish the driving safety model. Finally, taking a dual four-lane highway in Sichuan province as an example, the safety of the successive curve in the project is evaluated. Empirical results show that when the intermediate straight line section H ≤ 4.23, driving is hazardous; 4.23 < H ≤ 4.46, driving is relatively hazardous; 4.46 < H ≤ 4.78, driving is relatively safe; H > 4.78, driving is safe. For oval-shaped curve segments, when H ≤ 4.53, driving is hazardous; 4.53 < H ≤ 5.32, driving is relatively hazardous; 5.32 < H ≤ 5.86, driving is relatively safe; H > 5.86, driving is safe. Through this method, the driving safety of successive curves can be effectively evaluated, particularly with a focus on driver comfort and safety. This provides valuable references for assessing driving risks associated with different combinations of curve elements.
Huang, Yongheng, Zhang, Ruizheng, Sun, Chao, Zeng, Xinjie, Zheng, Liwen
With the continuous improvement of ship intelligence, more intelligent onboard navigation equipment and intelligent navigation systems are used to assist in improving navigation efficiency. This study takes semi-autonomous navigation ships as research objects and adopts System-Theoretic Process Analysis (STPA) to model the complex interaction relationships of semi-autonomous navigation encounter scenarios and identify and analyze potential risks. To address the deficiency of STPA in human factors analysis capability, the Cognitive Reliability and Error Analysis Method (CREAM) is introduced to analyze human factors in semi-autonomous navigation. Finally, based on the results of the STPA-CREAM analysis, recommendations are provided to improve the safety of semi-autonomous navigation.
Zhang, Xiaojie
In order to conduct more in-depth research on the driving sight distance of curved tunnels in mountainous highways, a systematic theoretical calculation model of spatial sight distance of curved tunnels based on three-dimensional characteristics is established, and the spatial sight distance value of curved tunnels in mountainous highways is recommended in combination with the changes of driving behaviour under different spatial sight distances. Firstly, the concept of spatial sight distance of curved tunnels is proposed, the theoretical calculation model of spatial sight distance of curved tunnels is established, and the model is verified by a multi-scale neural network; Secondly, five UC-win/road simulation models of curved tunnel with different spatial sight distances are established, and the simulation experiments are carried out in combination with mp160 multi-channel physiological recorder and SMI etgtm eye tracker; Finally, the mathematical statistics method and SPSS software are used to analyse the operation behaviour, psychological behaviour and eye movement behaviour of drivers in curved tunnels with different spatial sight distances, and to verify the different effects of the critical value of spatial sight distance on driving behaviour in the theoretical calculation. Furthermore, by taking the spatial sight distance as the independent variable, the regression model is established with the average speed, trajectory offset, heart rate change rate, and pupil diameter change rate as the dependent variables. Based on the driver’s behaviour threshold, the recommended spatial sight distance of a curved tunnel is proposed. The results show that the recommended range of spatial sight distance of the curved tunnel of mountainous highway with a design speed of 80 km/h is 125 m to 140 m, the limit value is 110 m, and the appropriate value is 155 m. There is a critical value between two-dimensional sight distance and spatial sight distance, which has a significant impact on the change of driving behaviour in a curved tunnel.
Tang, Xie, Zheng, LiWen, Lin, GuoJin, Gao, YanYang, Lan, FuAn
Early diagnosis of osteoporosis is crucial for preventing fractures and improving the quality of life of patients. In clinical practice, the mainstream diagnostic methods, such as dual-energy X-ray absorptiometry (DXA), are limited by high equipment costs and ionizing radiation, resulting in a low coverage rate of large-scale early screening. Only less than one-third of brittle fracture patients have received a DXA assessment. To address this issue, this study proposes an innovative diagnostic method based on ultrasonic guided wave technology. This technology is cost-effective and portable, and it overcomes the limitations of X-ray detection in terms of its unsuitability for large-scale early diagnosis. The Young’s modulus and Poisson’s ratio of water are similar to those of soft tissue, so this method utilizes water coupling to simulate the environment of soft tissue around the bone and combines the transverse isotropy of cortical bone, which is an important characteristic that most existing models ignore, to analyze the propagation of guided waves in anisotropic cortical bone. Through the processing of ultrasonic signals using two-dimensional short-time Fourier transform (2D-STFT), the local thickness of cortical bone can be inverted. By establishing a fluid-coupled orthotropic anisotropic plate model, deriving the dispersion equation, solving the theoretical method for the dispersion curve, using the bovine long plate to construct a water-coupled detection platform, and obtaining experimental data to invert the thickness of the bone plate, the local thickness of the bone plate was obtained, proving that this method can effectively reconstruct the thickness changes of anisotropic and variable cross-section cortical bone under simulated soft tissue conditions, with an average relative error of 13%. This lays the foundation for subsequent in vivo experiments and provides a reliable solution for large-scale early osteoporosis screening.
Nong, Kexin, Li, Bing
To enable more natural motion mapping between the human arm and a robotic counterpart while reducing control complexity, this paper presents a novel seven-degree-of-freedom (7-DoF) bionic robotic arm with hybrid pneumatic–electric actuation in an antagonistic configuration inspired by the skeletal structure and muscular actuation of the human upper limb. The design combines the high power density and intrinsic compliance of pneumatic artificial muscles with the precision and stability of electric motors, improving motion adaptability and payload-to-weight performance. Kinematic feasibility and motion smoothness for human-like waving are validated via forward kinematics and redundancy-resolved inverse kinematics, together with trajectory simulations. To quantitatively evaluate dexterity and operational range, Monte Carlo sampling is used to generate reachable postures across the workspace, producing a wrist activity map that characterizes attainable orientations and maneuverability. A prototype testbed is built to verify physical performance. Joint-angle tracking experiments for the wrist and elbow, as well as whole-arm coordinated-motion tests, demonstrate accurate trajectory tracking, smooth transitions, and stable motion. These results confirm the mechanical soundness and effectiveness of the proposed hybrid antagonistic actuation scheme. This work provides a practical basis for advanced control development and offers insights into hybrid actuation design for bionic robotic systems.
Dai, Yuanquan, Guo, Zhiqin, Zi, Mingkang, He, Zhaoyang, Song, Yongwei, Xie, Yinhui, Li, Jun
Aumovio, working with sensor-maker trinamiX, has developed a solution to detect a driver's blood alcohol content (BAC) with a non-invasive finger touch. The race to develop systems to prevent alcohol-impaired driving has seen many different solutions proposed, from passively sensing the breath of a driver to analyzing micro-movement of the steering wheel. Aumovio says its system detects BAC with the accuracy of the drawn-blood tests, which have been proven to be more accurate - and less prone to false positives -- than breath or urine tests.
Clonts, Chris
The gathered journalists cover their ears as a loud hydraulic ram begins to load and a warning alarm sounds. Less than a minute later… FOOSH… BAM! A 9.9-pound model of a human head is launched into the front-end structure of a test vehicle, deforming the hood and sending the head bouncing to the ground. The violence of the moment, which is part of pedestrian safety research, is a stark reminder of the seriousness of all the testing that happens at Toyota's North American Research and Development Headquarters in York Township, Michigan. The $187-million (in 2007 dollars) facility includes 180,000 sq.ft. of research and testing space.
Clonts, Chris
Focusing on the protection needs of child occupants in the scenario of aircraft vertical crashes, a finite element calculation model based on the cabin structure of a certain type of small electric aircraft was established. The child seat restraint system was coupled with the THUMS 3YO human body model, and the vertical 15 g condition meeting the requirements of Article 23.562 of CCAR-23-R3 was simulated. The influence law of the safety belt restraint angles (formed by different safety belt routing positions) on the dynamic response and injury indicators of child occupants was explored. To verify the rationality of the simulation results, a physical impact experiment was conducted using a Hybrid III 3YO child dummy and the same type of child seat, with key indicators (e.g., head acceleration, lumbar load) measured and compared with simulation data. The analysis results show that the effect of the safety belt restraint angle on the overall protective performance is less pronounced under vertical conditions, but a clear trend is observed: when the angle is in the range of 76°~84°, the head acceleration is relatively low and the brain tissue injury indicators are in the optimal state, which can effectively reduce the risk of head and neck injuries; when the restraint angle increases to 92°, the lumbar axial load and lung strain increase significantly, indicating a detrimental effect. The results of this study clarify the differences in the protective performance of child seats under different restraint angles, and provide a theoretical basis and technical guidance for the layout of safety belt anchors of aircraft seats and the optimal design of child seats.
Wang, Yafeng, Guo, Pan, Li, Weiliang, Shi, Xiaopeng
With the acceleration of population aging, the number of disabled older people is increasing, and the demand for home care is also rising. In the case of a narrow space and no gap between the bed and the ground, the transfer of patients between the wheelchair and the bed has become a challenge. Current solutions suffer from bulky designs, require caregiver assistance, and pose potential safety risks. In order to solve the above problems, this paper proposes an intelligent transfer wheelchair with voice interaction and autonomous navigation function. The wheelchair innovatively adopts a cantilever transfer device, which can enable safe and stable transfer without requiring bed-floor clearance, and has the dual functions of a wheelchair and a transfer device, effectively saving family space. The stability of the structure is verified by finite element analysis. Under the action of a 500 N load, the maximum stress and maximum displacement are within the safety limit of the material. The wheelchair is also equipped with an advanced human-computer interaction system with voice interaction and autonomous navigation functions. Users can control the operation of the wheelchair through voice. The navigation module of SLAM and the hybrid A*/Dynamic Window Approach (DWA) path planner realizes the high-precision docking of the wheelchair and the bed. The results show that the design can realize the safe transfer of disabled people between wheelchair and bed, and provide a solution for home intelligent nursing.
Wang, Shunli, Peng, Li, Zhao, Liang
Non-traditional vehicle seating postures challenge traditional occupant protection paradigms that promote pelvis lap belt engagement. Seat-integrated restraints may promote pelvis lap belt engagement in alternative seating postures but have not been evaluated with post-mortem human subjects (PMHS) in vehicle seats. The goal of this research was to perform three 38.8 g, 56 km/h frontal impact sled tests with small-sized female PMHS in a crash environment with a vehicle seat designed for alternative seating positions. PMHS pelvis kinematics, lap belt engagement, and submarining response were compared to that of the Hybrid III 5th female (HIII-5F) in the same environment. The seat was in the rearmost seat track position, reclined 40° from vertical, and incorporated a leg rest, which elevated the feet off the floor. A seat cushion airbag (SCAB), large passenger airbag (PAB), shoulder belt pretensioner (SB P/T), and seat-integrated belt (BIS) were incorporated into the testing environment. The SCAB restricted initial downward translation of the pelvis and induced 7.7°–11.8°of initial pelvis rearward rotation. Lap belt loading of the abdominal soft tissue occurred in each test via three distinct interactions: (1) initial pelvis lap belt engagement followed by pelvis fracture and subsequent submarining; (2) lack of initial pelvis engagement and direct abdominal loading; (3) initial pelvis lap belt engagement followed by submarining. In a matched test environment, the HIII-5F did not submarine nor reproduce the entire lap belt pelvis interactions observed by the PMHS. Future research must develop better tools for predicting lap belt engagement in alternative seating positions.
Newman, Rachel, Shin, Jeesoo, Sochor, Sara, Morgan, Neal R., Gepner, Bronislaw D., Kerrigan, Jason R., Kim, Yongtae, Kim, Sung Rae
In the United States, pedestrian deaths account for 18% of roadway fatalities and have increased 78% since their lowest point in 2009. U.S. consumers are increasingly purchasing larger vehicles that are responsible for a disproportionate number of pedestrian injuries. This study examined a dataset of pedestrians struck by passenger vehicles in Michigan from 2015 to 2024 to identify the unique characteristics of the tallest vehicles, large SUVs and pickups, which are contributing to increased injury. Vehicle height was categorized as the hood leading edge (HLE) height compared with the estimated pedestrian hip and waist heights from anthropometric measures. Maximum abbreviated injury scale and injury sources by body region were tabulated for three vehicle height categories. Typical kinematic patterns were observed for each relative height category and the corresponding injury frequency and impact locations. For vehicles with high hood heights, head and torso injuries were commonly from the front of the vehicle —the grille, headlights, and HLE. In contrast, head injuries sustained when pedestrians were struck by medium-height and short vehicles were primarily from the vehicle hood and windshields. Even among the tallest vehicles where the bumper was much higher than the pedestrian’s knee, leg injuries from the vehicle bumper and valance were frequent, suggesting that evaluating these vehicle components is also necessary to address lower extremity injuries. This study identified the unique pedestrian impact locations associated with the tallest vehicles, which can help guide vehicle designers when considering impact attenuation strategies to reduce injury in crashes with pedestrians.
Mueller, Becky, Jermakian, Jessica
In response to the challenges of training and rehabilitation for patients with leg dysfunction, this research focuses on two core requirements: “bionic adaptation” and “safety assistance”. It introduces a novel exoskeleton leg rehabilitation robot designed to support diverse rehabilitation exercises for individuals with leg disabilities during therapy. The robot system consists of a lumbar support structure, thigh mechanical components, calf mechanical components, leg fixation straps, and foot mechanical structures, and achieves multi degree of freedom motion simulation through three main joints: hip joint, knee joint, and ankle joint. Each mechanical leg has three independent degrees of freedom, which can effectively simulate the natural movements of the human lower limb, such as flexion, extension, abduction, etc., during the gait cycle, thus meeting the functional needs of patients for different movement modes during rehabilitation training. On the basis of structural design, this study further utilizes multi-body dynamics simulation software ADAMS to conduct kinematic and dynamic analysis of the exoskeleton robot. By simulating the joint torque of the exoskeleton legs under ideal working conditions, the rationality and smoothness of the mechanism design are verified. The simulation results not only reflect the performance of the robot in typical rehabilitation actions, but also provide a theoretical basis and data support for the selection and parameter matching of key execution components (such as servo motors, reducers, etc.), laying an important foundation for the physical development and control strategy optimization of the robot system.
Mu, Xiaoqi, Ma, Chao, Li, Weijie, Pu, Shuai, Liu, Jiaqi, Wang, Ruiyin, Zhang, Xiaodong
Every kid who has read a comic book or watched a Spider-Man movie has tried to imagine what it would be like to shoot a web from their wrist, fly over streets, and pin down villains. Researchers at Tufts University took those imaginary scenes seriously and created the first web-slinging technology in which a fluid material can shoot from a needle, immediately solidify as a string, and adhere to and lift objects.
During root canal treatment, dentists must use endodontic access cavity preparation dental handpieces and root canal preparation handpieces separately for endodontic access cavity preparation and root canal preparation. To reduce the use of surgical tools, an integrated instrument for endodontic access cavity preparation and root canal preparation was designed. Driven by an air impeller and equipped with a quick tool disassembly unit, the instrument realizes forward or reverse rotation of the end tool via an STM32-controlled electromagnetic directional valve. The flow characteristics of the air impeller system were analyzed using ANSYS CFX, and the results showed that the impeller output torque met the design requirements. To minimize torque fluctuations during rotation, a double-layer offset impeller structure with an offset angle of 14° was designed based on the flow characteristics of the impeller system. The instrument was applied in simulated endodontic access cavity preparation and root canal preparation experiments. Preliminary experimental results demonstrate the feasibility of using this integrated instrument for both endodontic access cavity preparation and root canal preparation.
Chen, Guoliang, Xu, Kunlang
To precisely simulate the nonlinear dynamic characteristics of a robotic arm grasping cylindrical objects from storage units, this study establishes a dynamic model of the robotic grasping process incorporating Coulomb and viscous friction models to characterize frictional properties. Furthermore, to effectively identify unknown parameters in the dynamic model, a parameter identification method based on the Superb Fairy-wren Optimization Algorithm (SFOA) is proposed. The root-mean-square error (RMSE) between the displacement responses from the dynamic model and the experimentally acquired displacement data serves as the optimization objective. Multiple sets of experimental data are utilized to identify the unknown parameters of the dynamic model. The results demonstrate that when the identified parameters are applied to the dynamic model, the goodness-of-fit between the model’s response displacement data and the experimental displacement data exceeds 0.999. This validates the effectiveness and accuracy of the proposed method for identifying unknown parameters in dynamic models.
Shen, Shaofeng, Yang, Liu, Wang, Zihan, Han, Qunyi
Conventional dual-actuator rotational platforms exhibit actuation redundancy that compromises motion precision and increases structural complexity. This paper presents a topology optimization methodology for single-actuator pure rotational platforms to overcome these limitations. A SIMP material interpolation model integrates multi-objective functions, maximizing output rotation angle while minimizing rotational center parasitic displacement under volume fraction constraints. The Optimality Criteria (OC) algorithm was used to solve the optimization problem, with Heaviside density filtering eliminating numerical instabilities. The resulting platform achieves exceptional rotational capability (Rθ = 2.29) while maintaining ultra-low relative parasitic displacements (x: 4.96×10^–5, y: 2.20×10^–5). Parametric studies quantify the influence of volume fractions and stiffness coefficients on performance. The finite element method was employed to analyze the rotation angles and parasitic displacements of both the topology optimization platform and a traditional pure rotation platform. The comparative FEA results demonstrate the superior performance of our topology-optimized design, confirming the effectiveness of the proposed methodology.
Wang, Qiliang, Zhang, Runsheng, Zhang, Shaowen
This study investigates female post-mortem human subject (PMHS) responses and injuries, comparing them to previously published data from male PMHS tested at a change in velocity (delta-V) of 56 kph in high-speed rear-facing frontal- impact (HSRFFI) scenarios. Twelve small female PMHS were subjected to the same HSRFFI pulse. The subjects were positioned in reinforced production seats, identical to those from the previous male PMHS studies, and set to recline angles of either 25 or 45 degrees. Instrumentation was used to measure kinematics of the head, spine, pelvis, and ribs. Whole-body kinematics were recorded using motion capture. Female PMHS consistently showed lower head restraint, seatback, and lap belt loads compared to males across all test conditions (Bio Rank System [BRS] scores >1.0), with BRS scores for head restraint forces as high as 4.0. While head and T1 kinematics were consistent with males in all-belt-to-seat (ABTS) conditions (BRS < 1.0), significant differences were found in other body regions (BRS>1.0). Female PMHS had larger head forward rotation and smaller pelvis Z-axis displacement (less ramping) than males in the fixed D-ring (FDR) conditions, leading to major discrepancies (BRS>2.0). In addition, female chest deflection was smaller in one FDR condition (BRS=1.98), and tibia acceleration onset was earlier. Female PMHS sustained severe to critical rib fractures (Abbreviated Injury Scale [AIS]3-5) similar to males. However, five females in the FDR conditions and one in the ABTS condition sustained sacral fractures, an injury not seen in males. Females also had a higher frequency of lower extremity fractures (7 of 12) and vertebral body fractures (7 of 12) compared to males. These findings suggest that existing male PMHS data may not adequately predict responses and injury risks for female PMHS, emphasizing the need for female-specific biomechanical data to enhance safety tools and models in HSRFFI scenarios.
Kang, Yun-Seok, Baker, Gretchen H., Ramachandra, Rakshit, Marcallini, Angelo, Kwon, Hyunjung, Foster, Craig D., Moorhouse, Kevin, Agnew, Amanda M., Bolte, John H.
Adjustable-angle dental implants are favored by many patients due to the advantages they provide, such as high chewing force, aesthetics, comfort, and no harm to the adjacent teeth. This paper proposes a finite element modeling method for adjustable-angle dental implants by changing the material used for manufacturing the implants and predicting the life span of the dental implants with the help of Pro/E and ANSYS Workbench software, which provides biomechanical data reference for the selection of new implant parameters for industrial production and clinical use. The results show that the structural life of the implant is almost 764 years for pure titanium, 821 years for Ti6Al4v, and 1,274 years for βTi. From the analysis of the safety factor diagrams of the structures, it can be obtained that the smallest safety factor of the entire implant system occurs in the part where the abutment and the connection are in contact with each other during loading. In contrast, the smaller safety factors occurred in the abutment bumps, the ear stacks of the two grooves of the connector, and in the area of contact between the connector and the implant.
Gu, Wei, Cheng, Siyuan, Liao, Jifei
The impact of a titanium nitride (TiN) coating by the cathodic arc deposition (CAD) technique on a 316L stainless steel (SS) 316L substrate is examined in this experimental work. The X-ray diffraction study showed that TiN made the osbornite phase grow in the coated specimen. The SS 316L sample had a hardness of 217.66 HV, and the samples with CAD coatings were five times harder than the uncoated disc. The wear test was conducted using a pin-on-disc tribometer under dry and wet conditions at loading conditions of 2 N, 4 N, and 6 N with the counterpart of grade 5 titanium alloy (Ti6Al4V). Wear resistance improved significantly, with the wear rate decreasing markedly after coating compared to the uncoated sample. The wear morphology of the wear on the contact surfaces was identified by SEM analysis of the images. The biocompatibility of the ceramic-coated SS 316L sample with the normal cell line was proved by a cell viability test. The demand for SS 316L and the use of CAD coatings to reduce friction and wear in bio-implant applications were the main topics of the current study.
Gopi, R., Devaraju, A., Sivasamy, P., Raju, M.
This study looks at how the human head reacts and gets injured during high-G landing impacts in spacecraft return capsules. We used a vertical drop tower system for the experiments. A standard crash test dummy, called the Hybrid III 50th, was used to imitate how astronauts sit during landing. We applied two common safety standards—the Head Injury Criterion (HIC) and the 3 ms cumulative acceleration rule—to measure head response under high-G impacts. The results show several things. First, head acceleration increases linearly as seat acceleration increases. Second, the peak total acceleration of the head is much higher than the seat acceleration. In particular, acceleration in the X and Z directions is much stronger than in the Y direction. Third, when seat acceleration went over 47.71 g, HIC exceeded the safe limit of 700, and the 3 ms head acceleration also passed the 80 g limit. This suggests that 40 g should be considered a safe upper limit for seat acceleration. This work provides experimental support for improving landing systems to protect astronauts’ heads during high-G impacts.
An, Hao, Wang, Yafeng, Guo, Yazhou
Currently, people who use wheelchairs are not permitted to use their own wheelchairs as seats on commercial aircraft. To advance equitable aircraft travel for these passengers, we need to determine whether wheelchairs would be safe seating for their occupants and not pose a safety hazard for other passengers in case of emergency landing. We hypothesized that wheelchairs meeting the voluntary standards for vehicle crashworthiness (Rehabilitation Engineering Society of North America [RESNA] Section 19 Wheelchairs Used as Seats in Motor Vehicles [WC19]) would be able to pass the Federal Aviation Administration (FAA) vertical crashworthiness standards for aircraft seating. Wheelchairs were secured using surrogate 4-point strap tiedowns using the geometry specified by WC19. The FAA Hybrid III anthropomorphic test device (FH3 ATD) was restrained by both the wheelchair-attached lap belt and a vehicle-mounted lap belt identified as necessary to pass FAA dynamic horizontal test requirements. For the dynamic vertical testing with the wheelchairs oriented 60 degrees relative to horizontal, modeling demonstrated the suitability of using the trapezoidal pulse achieved with the UMTRI sled produced rather than the typical triangular shaped FAA pulse. Of the five manual and three power wheelchairs tested, four had broken components that would not impede emergency exit, four did not have visible damage, and the FH3 remained within the seat in all tests. The three power wheelchairs did not meet lumbar compression requirements. Based on these results, it may be feasible for people to use their own WC19-compliant wheelchairs on aircraft when secured to the aircraft with 4-point strap tiedown systems, supplemented by an occupant lap belt anchored to the aircraft, notwithstanding the lumbar force requirement.
Manary, Miriam A., Orton, Nichole Ritchie, Vallier, Tyler, Boyle, Kyle J., Klinich, Kathleen DeSantis
Spinoff is NASA’s annual publication featuring successfully commercialized NASA technology. This commercialization has contributed to the development of products and services in the fields of health and medicine, consumer goods, transportation, public safety, computer technology, and environmental resources.
Thoracic injuries are common for belted occupants in frontal motor vehicle crashes. However, there remains a lack of female post-mortem human subject (PMHS) data in the literature to generate female-specific biomechanical response corridors and evaluate engineering tools such as anthropomorphic test devices (ATDs) and computational human body models (HBMs). Additionally, the effect of breast tissue on thoracic response has not been directly investigated despite female ATDs and HBMs having features representing breasts. As such, this study sought to utilize simplified frontal hub impacts to (1) generate female PMHS thoracic response corridors both with breasts positioned with a bra and without breasts (no bra) and (2) preliminarily explore the influence of breasts on the thoracic responses of female PMHS. Twelve female PMHS (9 small and 3 midsize) were subjected to frontal impacts at mid-sternum with a 14.0 kg circular impactor at 4.3 m/s in conditions with and without breasts. Force versus deflection (FD) response corridors were generated, and comparisons were made between groups and to scaled FD corridors representing female response. Overall, female PMHS with and without breasts displayed differences in FD response compared to scaled corridors in terms of the shape of the initial response and peak force and deflection. Additionally, female PMHS with breasts produced lower peak force and greater peak deflection compared to those without breasts. These results suggest the importance of collection and evaluation of female biomechanical data that can be used for continued evaluation of female-specific safety tools as well as the further reduction of injury risk for all occupants during motor vehicle crashes.
Baker, Gretchen H., Kang, Yun-Seok, Marcallini, Angelo, Lang, Ryan, Hutter, Erin, Moorhouse, Kevin, Agnew, Amanda M.
Understanding the physiological impact of vehicle electrification on operators remains an important but underexplored issue in commercial vehicle research. This study quantitatively evaluates the physiological fatigue of drivers and onboard crew members during real-world operation of commercial refuse-collection vehicles by comparing a diesel-powered vehicle with a fuel cell electric vehicle (FCEV). Both vehicles were operated on the same routes under comparable real-world operating conditions, including similar time periods and operational tasks, during municipal waste collection service. Heart Rate Variability (HRV) metrics were obtained from R-R interval (RRI) data recorded using a Polar heart rate sensor. The Root Mean Square of Successive Differences (RMSSD), a time-domain index reflecting short-term parasympathetic activity, and Poincaré (Lorenz) plot area (LP area), a nonlinear HRV index reflecting overall autonomic nervous system modulation, were calculated. In-cabin vibration and noise levels were also measured as supplementary context to support the interpretation of physiological responses. The results indicate that both RMSSD and LP area were higher during FCEV operation than during diesel vehicle operation. For the driver, RMSSD increased by approximately 61.65% and the LP area by approximately 49.91%. For the onboard crew member, RMSSD increased by approximately 18.79% and the LP area by approximately 46.02%. These findings suggest a consistent association between reduced vibration and noise characteristics in the FCEV and increased HRV indices, indicating reduced physiological fatigue during operation. This study provides quantitative evidence that fuel cell electric commercial vehicles are associated with improved occupational conditions, extending beyond conventional environmental benefits.
Utsumi, Atsuko, Yakoh, Takahiro
Pilot fatigue represents a critical concern in aviation safety, as it can significantly impair cognitive functions, decision-making abilities, and reaction times. In addition to decreasing performance, in-flight chronic fatigue has negative long-term health effects. Possible causes of fatigue include sleep loss, extended time awake, circadian phase irregularities and workload. Conventionally, the risk due to fatigue in aerospace is reduced by flight time limits and controlled rest requirements. Despite regulations limiting flight time and enabling optimal rostering, fatigue cannot be prevented completely. Hence, there is need to detect pilot fatigue in real time. There is ongoing research to detect pilot fatigue using devices that can capture Electroencephalogram (EEG) and Electrocardiogram (ECG). Though these devices have high fidelity, they are intrusive and can limit pilot activity. This limitation could potentially be overcome by non-intrusive devices such as a smart watch/wrist band/goggles which can measure physiological parameters that provide insights into pilot’s mental health. Heart rate variability (HRV) is one such physiological marker of interest for detecting pilot fatigue in real time. HRV can be effectively derived by processing raw Photoplethysmography (PPG) signals to gain insights into the autonomic nervous system, enabling the assessment of physiological state. Wearable devices such as a wristwatch are used in the current study to measure PPG data. Time and frequency domain analysis were performed to evaluate the potential of HRV indices. The analysis of R-R intervals and the Low Frequency / High Frequency (LF/HF) ratio plots, derived from HRV signals, revealed distinct characteristics that differentiate between an alert and a fatigued pilot. This study demonstrates a reliable non-intrusive method for detecting pilot fatigue and enhancing flight safety.
Nyamagoudar, Vinayak, P R, Namratha, Ramachandran, Venkataramani
Augmented Reality (AR) and multimodal human–machine interfaces (MMI)— combining visual overlays, voice, gesture, eye- tracking, and biometric sensing—are maturing into flight-relevant technologies capable of transforming astronaut training and in-orbit operations. These interfaces can reduce task time, lower procedural errors, and mitigate cognitive workload, thereby strengthening crew autonomy and mission safety. Global operational experiences from International Space Station (ISS) augmented- reality trials and related international programs are synthesized to inform the proposed system architecture and validation framework: (i) an overview of India’s current AR/MMI-related ecosystem relevant to human spaceflight, including astronaut training pipelines and research collaborations; (ii) a mission-grade AR/MMI system architecture and multimodal fusion/decision logic suitable for human-rated operations; (iii) algorithms and programming examples for AR-driven finite-state-machine (FSM) procedures and workload-sensitive adaptation; and (iv) simulation-backed datasets across representative procedures indicating approximately 20 to 30 percent task-time reduction and approximately 40 to 50 percent error- rate reduction under controlled conditions (based on ten procedures and twenty-four simulated sessions for workload analysis). The findings reinforce that AR/MMI deployment can improve training throughput, reduce crew fatigue, and increase safety margins when designed with evidence gating, conservative confidence thresholds, and robust fallback modes. Recommendations include establishing a Human Space Flight Centre (HSFC) AR/MMI laboratory, conducting structured A/B validation trials, and committing resources for progressive demonstrations aligned with future in-orbit operations.
Yadav, Anoop Singh
Medical imaging technology is advancing rapidly, bringing new opportunities and challenges for machine designers. Systems that once required dedicated hospital rooms and significant floor space are becoming more compact, faster, mobile and capable of delivering increasingly detailed clinical insight. From advanced CT scanners to imaging platforms integrated with surgical robotics, imaging equipment is evolving toward more point-of-care (POC) solutions to meet rising expectations for diagnostic accuracy, procedural guidance and operational efficiency.
Ultra-miniature sensors are enabling advanced procedures and treatments across a wide range of medical devices, from catheters and neuro interfaces to wearables. But as electromagnetic sensors get smaller, trade-offs begin to emerge — lower sensitivity, less tolerance for environmental influences, and greater susceptibility to interference — underscoring the need for robust testing to ensure accurate, reliable tracking.
Materials innovations are shaping the next generation of medical devices. In this Q&A, Jeremy Schaffer, director of research and development at Fort Wayne Metals, discusses how advances in titanium, nickel-titanium, surface engineering, and smart materials are helping device developers improve performance, miniaturization, durability, and patient outcomes. He also addresses sustainability, scale-up challenges, and the collaborations needed to move promising materials from research into real-world medical use.
Researchers at Cornell University, working with collaborators, have created an extremely small neural implant that can sit on a grain of salt. Despite its size, the device can wirelessly transmit brain activity data from a living animal for more than a year.
A sweat-powered wearable has the potential to make continuous, personalized health monitoring as effortless as wearing a Band-Aid. Engineers at the University of California San Diego have developed an electronic finger wrap that monitors vital chemical levels — such as glucose, vitamins, and even drugs — present in the same fingertip sweat from which it derives its energy.
Smart implants that not only stabilize a fracture but also monitor the healing process from day one — and deliver targeted support when required — are currently being developed at Saarland University by a team of engineers, medical researchers, and computer scientists. The engineering team led by Paul Motzki is contributing shape-memory micro-actuators with integrated sensing capabilities, while Bergita Ganse and her research group provide the medical expertise in fracture healing.
Surgical face masks help prevent the spread of airborne pathogens and therefore were ubiquitous during the COVID-19 pandemic. Now, a modified mask could also protect a wearer by detecting health conditions, including chronic kidney disease. Researchers reporting in ACS Sensors incorporated a specialized breath sensor within the fabric of a face mask to detect metabolites associated with the disease. In initial tests, the sensor correctly identified people with the condition most of the time.
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