Browse Topic: Injury causation
The research on connected vehicles has attracted much interest of governments and research institutions in these days. As researchers who have been deeply intrigued, we are particularly interested in investigating the lane changing issues of connected buses when exiting bus stops. In order to examine the utilities of both the buses and social vehicles in a connected environment, we employ the game theory to analyze the interactions between them. A two-player, non-cooperative, non-zero-sum game model was built in this paper. We analyzed 5 different scenarios for bus exiting at bus bay stops and curbside bus stops. The payoffs considered in the game model were mainly from the perspective of safety and time. Besides the commonly studied safety issues caused by collisions, we supplement the existing literature by adding on non-collision injuries caused by improper driving behaviors (e.g. excessive acceleration). Moreover, unlike the lane changing game between two social vehicles, bus, as
An anatomically detailed rhesus monkey brain FE model was developed to simulate in vivo responses of the brain of sub-human primates subjected to rotational accelerations resulting in diffuse axonal injury (DAI). The material properties used in the monkey model are those in the GHBMC 50th percentile male head model (Global Human Body Model Consortium). The angular loading simulations consisted of coronal, oblique and sagittal plane rotations with the center of rotation in neck to duplicate experimental conditions. Maximum principal strain (MPS) and Cumulative strain damage measure (CSDM) were analyzed for various white matter structures such as the cerebrum subcortical white matter, corpus callosum and brainstem. The MPS in coronal rotation were 45% to 54% higher in the brainstem, 8% to 48% higher in the corpus callosum, 13% to 22% higher in the white matter when compared to those in oblique and sagittal rotations, suggesting that more severe DAI was expected from coronal and oblique
Lower extremity injuries caused by floor plate impacts through the axis of the lower leg are a major source of injury and disability for civilian and military vehicle occupants. A collection of PMHS pendulum impacts was revisited to obtain data for paired booted/unbooted test on the same leg. Five sets of paired pendulum impacts (10 experiments in total) were found using four lower legs from two PMHS. The PMHS size and age was representative of an average young adult male. In these tests, a PMHS leg was impacted by a 3.4 or 5.8 kg pendulum with an initial velocity of 5, 7, or 10 m/s (42-288 J). A matching LS-DYNA finite element model was developed to replicate the experiments and provide additional energy, strain, and stress data. Simulation results matched the PMHS data using peak values and CORA curve correlations. Experimental forces ranged between 1.9 and 12.1 kN experimentally and 2.0 and 11.7 kN in simulation. Combat boot usage reduced the peak force by 36% experimentally (32% in
Unmanned aircraft systems (UAS), commonly known as drones, are part of a new and budding industry in the United States. Economic and public benefits associated with UAS use across multiple commercial sectors are driving new regulations which alter the stringent laws currently restricting UAS flights over people. As new regulations are enacted and more UAS populate the national airspace, there is a need to both understand and quantify the risk associated with UAS impacts with the uninvolved public. The purpose of this study was to investigate the biomechanical response and injury outcomes of Post Mortem Human Surrogates (PMHS) subjected to UAS head impacts. For this work, PMHS were tested with differing UAS vehicles at multiple impact angles, locations and speeds. Using a custom designed launching device, UAS vehicles were accelerated into the frontal, parietal, or vertex portions of subjects’ craniums at speeds up to 22 m/s. Of the 35 UAS impacts carried out, one AIS 2+ injury was
We investigate the contribution of several variables concerning the severity of accidents involving vehicle occupant and pedestrian victims in Tunisia. In order to investigate the effect of various explanatory variables, Odds Ratio (OR) effects are considered for both serious injury accidents and fatal accidents. The empirical results are of great variety. The vehicle-occupant severity model indicates that male drivers are associated with higher severity levels as compared to female drivers. Added to that, accidents occurring in rainy conditions increase the likelihood of fatal injuries but have no significant effect on other injury severity levels. Among driver contributory factors, a driver under the influence of alcohol or drug is associated with an increased risk of sustaining fatal injuries compared to other driver contributory factors. The season factor shows that accident severity during the summer season is high. Among time of accident, daytime periods indicate a high
Crash safety researchers have an increased concern regarding the decreased thoracic deflection and the contributing injury causation factors among the elderly population. Sternum fractures are categorized as moderate severity injuries, but can have long term effects depending on the fragility and frailty of the occupant. Current research has provided detail on rib morphology, but very little information on sternum morphology, sternum fracture locations, and mechanisms of injury. The objective of this study is two-fold (1) quantify sternum morphology and (2) document sternum fracture locations using computed tomography (CT) scans and crash data. Thoracic CT scans from the University of Michigan Hospital database were used to measure thoracic depth, manubriosternal joint, sternum thickness and bone density. The sternum fracture locations and descriptions were extracted from 63 International Center for Automotive Medicine (ICAM) crash cases, of which 22 cases had corresponding CT scans
Road accident between pedestrian and motor vehicle causes severe injuries and even death of pedestrian. The accident statistics show that the possibility of injury to pedestrian is higher in case of collision with car on busy roads. In car and pedestrian collisions, the pedestrian’s head hits with car bonnet and suffer from multiple injuries such as skull fractures and brain injury. The role of car bonnet structural strength plays an important role in pedestrian head injury level. To provide enough structural strength the high bonnet thickness is provided with under bonnet stiffeners, however thick bonnet and stiffeners reduces deformation of the bonnet during collision and increases injury level to pedestrian. Hence optimum bonnet thickness, least number and geometry of stiffeners and enough structural strength is important for bonnet to reduce injury level. The aim of this study is to analyse the effect of car bonnet thickness, number and arrangement of under bonnet stiffeners on
The interior components of a passenger vehicle are designed to provide comfort and safety to its occupants. In the event of accident, vehicle interiors are primary source of injuries when occupants interact with them. Vehicle interiors consists of Instrument panel (IP), center console, seats and controls in front of seating position etc. Severity of the injuries depends on the energy dissipating characteristics, profiles, projections of different interior components. These are assessed by ECE R21 and IS12553 head form impact tests. To evaluate the Head form impact performance on Interior components, Computer Aided Engineering (CAE) simulations are extensively used during the vehicle development. In order to predict failure of plastic components and snap joints which might lead to expose sharp edges, it is critical to model plastic material and snap joint. Vehicle interiors are certified for head form impact requirements based on physical testing where dashboard samples from productions
This user’s manual covers the instrumented arm for the Hybrid III 5th Percentile Small Female dummy as well as the SID –IIs dummy. It is intended for technicians and engineers who have an interest in assessing arm injury from the use of frontal and side impact airbags. It covers the construction, disassembly and reassembly, available instrumentation, and segment masses
In 2010, the UN General Assembly proclaimed the period 2011-2020 as the Decade of Action for Road Safety, with a goal to stabilize and then reduce the forecast level of road traffic fatalities around the world. Road traffic accidents are the 8th cause of death in Brazil, according to World Health Rankings. There are few studies around the world with respect to cost due to traffic accidents, however a study performed in 2011 estimates that were spent R$ 44.6 billion in Brazil. So, the recent Brazilian regulations updates have enforced the automakers to develop vehicles safer to passengers and pedestrians. These regulations focus on prevent, reduce or minimize the traumas and injuries caused by different types of vehicular accidents. The present work was developed to optimize the driver restraint system, while focusing on minimizing the trauma during a vehicle frontal impact. The driver restraint system was optimized considering the complex interaction between the ATD and the different
This work is based on a current project funded by the United States Army Small Business Innovation Research (SBIR) Program and is being conducted with the Tank Automotive Research, Development and Engineering Center (TARDEC) Ground Systems Survivability (GSS) Team and Paradigm Research and Engineering. The focus of this project is to develop an advanced and novel sensing and activation strategy for Pyrotechnic Restraint Systems, Air Bags and other systems that may require activation. The overriding technical challenge is to activate these systems to effectively protect the Soldier during blast events in addition to Crash, Rollover and Other Injury Causing events. These activations of Pyrotechnic systems must occur in fractions of milliseconds as compared to typical automotive crashes. By investigating systems outside of typical accelerometer based applications and activations, the potential exists to exploit systems that require little power, are self-contained and provide the required
A considerable number of victims in the traffic are originated by some kind of side collisions. Around 30% of the fatalities occur due to these kinds of accidents [1][2]. Due to this fact, the development of the occupant protection for this kind of load cases becomes indispensable. For this, different kinds of crash tests were and are being developed around the world according to the characteristics inherent of each market. Barrier weight, impact angle, barrier type (pole or movable deformable barrier) and dummy types are some of the variations observed. The severity of injuries caused by side crashes is very high as the occupant is very close to the impacting object and the crush space is almost nothing when compared to frontal impact. To decrease these injuries the following features of the vehicle must be developed: structure (high strength materials, reinforcements, etc), restraint system (side airbags, curtain airbags, pre-tensioners, seats, etc), design and package (distances
The FMVSS 208 advanced air bag rule has brought new technologies into the automotive industry. Low Risk Deployment, Suppression, or a combination of both, have prevailed in the industry to meet the right front passenger requirements for FMVSS 208 compliance. This rule provides the options to conduct low risk deployment (LRD) airbag tests with a 12-months-old infant dummy riding in a rear facing child seat and child dummies representing 3 years and 6 years old children. If the LRD tests do not meet the injury criteria set by NHTSA, vehicle manufacturers have to choose the another option for the suppressing airbag system when infants or children are present at the passenger seat. But this suppressing systems is not the cost effective method, also, contains potential quality problem such as misrecognition passenger age. Thus, the car makers start to choose LRD requirement option and develop new LRD passenger airbag system. A low risk deployment passenger airbag system has been developed
A large study of rear-end collisions was conducted for the neck injury indicators and test procedures. Neck injury in low-speed rear-end collisions is a big issue because there are a lot of patients despite low-speed rear-end collisions. Europe, Korea and Japan introduced the specific part in the New Car Assessment Program to reduce whiplash injury in low-speed rear-end collisions. From the legal point of view, to reduce the frequency and severity of injuries caused by rearward displacement of the head in rear-end collision, USA, EC, Korea, Japan and others internationally cooperated to make the global technical regulation (GTR) in UNECE/WP29. In 2008, after much meandering, GTR No. 7 head restraints were established. However the GTR No.7 is not a unique regulation because many countries had their own opinions and domestic regulations, and many questions related to injury criteria and biomechanical issues of dummy remain unresolved. The Biofidelic Rear Impact Dummy II (BioRIDII) is
Worldwide, 1.2 million people die in road crashes yearly; 43,000 just in Europe. This implies a cost to the European society of approximately 160 billion euro, making use of 10% of all health care resources. Sharp objects like crash barriers may lead vulnerable road users into serious injuries. Different road restraint system designs have been developed in recent years to improve vulnerable road users' safety. SMART RRS is an FP7 SST 2007 RTD1 European collaborative project funded by the EC with the participation of 10 institutions from 5 countries. The project aims to develop a new smart road restraint system that will reduce the number of deaths and injuries caused in road traffic accidents by integrating primary and tertiary sensor systems in it, providing greater protection to all road users, warning motorists and emergency services of danger for prevention purposes and alerting emergency teams of accidents as they happen to minimize response time to the exact location of the
Optical based sensor systems for vehicle based detection and warning systems are under development to reduce accidents and limit injuries caused by accidents. (1, 2, 3) In order to validate these types of detection systems, it is necessary to perform real world tests. In the case of pedestrian detection systems, this is very difficult in the field for safety reasons. Instead, simulated tests are more desirable. This paper describes work to understand the effectiveness of using virtual pedestrians as surrogates for real world pedestrian detection
Children who are too large for harness restraints but too small to obtain good restraint from a vehicle seatbelt alone should be seated in a belt-positioning booster. Boosters have been shown to significantly reduce abdominal injuries caused by seatbelts. This effectiveness may be due in part to the fact that boosters reduce the effective seat cushion length, allowing children to sit more comfortably without slouching. NHTSA recommends that children who do not use harness restraints use boosters until they are at least 145 cm tall. In this paper, data from several sources were combined to assess how well children fit on rear seat cushions. Data from NASS-GES were analyzed to determine the age distribution of rear-seat occupants. Anthropometric data from several sources were analyzed to determine the distribution of buttock-popliteal length, a measure of thigh length that is a key determinant of seat fit, as a function of age and gender. Second- and third-row cushion lengths were
As part of the effort underway for the National Highway Traffic Safety Administration’s long-term advanced frontal research program, crash data were analyzed to determine representative crash conditions for establishing more effective frontal crash test procedure(s). These crash conditions were then analyzed to determine their significance to injury causation. Crash conditions were defined by nine different configurations for vehicle-to-vehicle head-on collisions. These crash configurations were examined to determine if a relationship existed between crash type and occupant injury in terms of either severity or location of injury. Detailed weighted and unweighted crash statistics in the United States were obtained from the Crashworthiness Data System (CDS), a component of the National Automotive Sampling System (NASS). Data from the CDS were collected from 1995 to 1999 to determine the importance of crash parameters in establishing an improved frontal crash test procedure(s). Several
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