Human Response to and Injury from Lateral Impact

Marcus, Jeffrey H.; Morgan, Richard M.; Eppinger, Rolf H.; Kallieris, Dimitrios; Mattern, Rainer; Schmidt, Gerhard

doi:10.4271/831634

Cited by 53 publications

(9 citation statements)

References 10 publications

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“…Perhaps the most widely-cited of these are the frontal hub impacts published by Nahum et al (1971), Kroell and Schneider (1971), and others to establish benchmarking standards for physical and computational models of the thorax. Follow-up studies have looked at thoracic response in other impact directions, including lateral (e.g., Stalnaker et al 1979, Marcus et al 1983, Viano et al 1989, Cavanaugh et al 1993, Pintar et al 2007 and oblique loading (e.g., Shaw et al 2006). Additional studies have investigated the influence of muscle stimulus (L'Abbe et al 1982, Kent et al 2003, restraint type (e.g., Kent et al 2004), and superficial and visceral tissue (e.g.…”

Section: Introductionmentioning

confidence: 99%

Structural Response of Cadaveric Ribcages Under a Localized Loading: Stiffness and Kinematic Trends

Kindig¹,

Lau²,

Forman³

et al. 2010

SAE Technical Paper Series

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To improve understanding of structural coupling and deformation patterns throughout the loaded ribcage, the present study reports the force-displacement and kinematic responses under a highly-localized loading condition using three PMHS ribcages (ages 44, 61, and 63 years). The ribcages were quasi-statically loaded locally to a non-failure displacement (nominally 15% of the ribcage depth at the loaded rib level) at approximately 25 unilateral locations and 5-7 geometrically symmetric bilateral locations on the anterior surface of each ribcage, for a total of 94 tests. The translations of 56 points distributed around the anterior, lateral, and posterior portions of the superficial surface of the ribcage were measured while under loading. Each of the first through sixth rib levels was then separated from the remaining ribs, and this "rib ring" structure was individually loaded at the sternum in the anterior-posterior direction. The force when the ribcage was deflected to 8% of its initial depth was normalized to the force at the upper sternum (viz. 81.232.2 N). The normalized unilateral force at the costo-chondral junction was found to vary from 0.760.29 at rib 1 to 0.150.02 at rib 9, while bilateral forces (sum of left and right aspects) varied from 0.92 to 1.11. The rib rings were generally less stiff, ranging from 0.780.24 for rib 1 to 0.190.01 for rib 6. The deformation patterns under all loading conditions were quantified. In general, bilateral loading produced an approximately symmetric deformation pattern, while unilateral loading resulted in approximately twice as much resultant deformation on the ipsilateral side compared to the contralateral side.

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Section: Introductionmentioning

confidence: 99%

Structural Response of Cadaveric Ribcages Under a Localized Loading: Stiffness and Kinematic Trends

Kindig¹,

Lau²,

Forman³

et al. 2010

SAE Technical Paper Series

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“…Several factors unique to the pathogenesis of traumatic SCI in elderly occupants may account for the increased risk of neurological injury after spine trauma. A decreased injury tolerance of the thoracic cage in the elderly is well documented in the literature 14,20,35,49 and has been attributed to a decrease in the elastic modulus of bone, decreased cross section of the cortex of the ribs, and a more perpendicular rib angle with respect to the vertebra. 13 A higher incidence of preexisting asymptomatic thoracic spinal canal stenosis in elderly subjects has also been reported, which may predispose them to neurological deficits after injury to this region.…”

Section: Discussionmentioning

confidence: 94%

Incidence and mechanism of neurological deficit after thoracolumbar fractures sustained in motor vehicle collisions

Mukherjee¹,

Beck²,

Yoganandan

et al. 2016

SPI

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OBJECT To determine the incidence of and assess the risk factors associated with neurological injury in motor vehicle occupants who sustain fractures of the thoracolumbar spine. METHODS In this study, the authors queried medical, vehicle, and crash data elements from the Crash Injury Research and Engineering Network (CIREN), a prospectively gathered multicenter database compiled from Level I trauma centers. Subjects had fractures involving the T1–L5 vertebral segments, an Abbreviated Injury Scale (AIS) score of ≥ 3, or injury to 2 body regions with an AIS score of ≥ 2 in each region. Demographic parameters obtained for all subjects included age, sex, height, body weight, and body mass index. Clinical parameters obtained included the level of the injured vertebra and the level and type of spinal cord injury. Vehicular crash data included vehicle make, seatbelt type, and usage and appropriate use of the seatbelt. Crash data parameters included the principal direction of force, change in velocity on impact (ΔV), airbag deployment, and vehicle rollover. The authors performed a univariate analysis of the incidence and the odds of sustaining spinal neurological injury associated with major thoracolumbar fractures with respect to the demographic, clinical, and crash parameters. RESULTS Neurological deficit associated with thoracolumbar fracture was most frequent at extremes of age; the highest rates were in the 0- to 10-year (26.7% [4 of 15]) and 70- to 80-year (18.4% [7 of 38]) age groups. Underweight occupants (OR 3.52 [CI 1.055–11.7]) and obese occupants (OR 3.27 [CI 1.28–8.31]) both had higher odds of sustaining spinal cord injury than occupants with a normal body mass index. The highest risk of neurological injury existed in crashes in which airbags deployed and the occupant was not restrained by a seatbelt (OR 2.35 [CI 0.087–1.62]). Reduction in the risk of neurological injuries occurred when 3-point seatbelts were used correctly in conjunction with the deployment of airbags (OR 0.34 [CI 1.3–6.6]) compared with the occupants who were not restrained by a seatbelt and for whom airbags were not deployed. Crashes with a ΔV greater than 50 km/hour had a significantly higher risk of spinal cord injury (OR 3.45 [CI 0.136–0.617]) than those at lower ΔV values. CONCLUSIONS Deployment of airbags was protective against neurological injury only when used in conjunction with 3-point seatbelts. Vehicle occupants who were either obese or underweight, very young or elderly, and those in crashes with a ΔV greater than 50 km/hour were at higher risk of thoracolumbar neurological injury. Neurological injury at thoracic and lumbar levels was associated with multiple factors, including the incidence of fatality, occupant factors such as age and body habitus, energy at impact, and direction of impact. Current vehicle safety technologies are geared toward a normative body morphology and need to be reevaluated for various body morphologies and torso compliances to lower the risk of neurological injury resulting from thoracolumbar fractures.

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“…From the literature, trauma to these underlying posterolateral viscera appears rare at this test ΔV. Of more than 70 tests performed at or below ΔV = 8.0 m/s, only one cadaveric test is known to the authors in which splenic trauma was reported (Cavanaugh et al, 1996); none were reported with identical sled geometry (Cavanaugh et al, 1993; Cavanaugh et al, 1996; Eppinger et al, 1984; Kallieris et al, 1981; Kuppa et al, 2003; Marcus et al, 1983; Melvin et al, 1976; Morgan and Waters, 1980; Pintar et al, 1997; Viano et al, 1989b). Liver trauma was not observed despite greater prevalence in the aforementioned studies, but right aspect sled loading with close-proximity airbag was not examined.…”

Section: Discussionmentioning

confidence: 99%

Biomechanical and Injury Response to Posterolateral Loading From Torso Side Airbags

Hallman¹,

Yoganandan²,

Pintar³

2010

SAE Technical Paper Series

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This study characterized thoracoabdominal response to posterolateral loading from a seat-mounted side airbag. Seven unembalmed post-mortem human subjects were exposed to ten airbag deployments. Subjects were positioned such that the deploying airbag first contacted the posterolateral thorax between T6 and L1 while stationary (n = 3 × 2 aspects) or while subjected to left lateral sled impact at ΔV = 6.7 m/s (n = 4). Chestband contours were analyzed to quantify deformation direction in the thoracic x–y plane (zero degrees indicating anterior and 180° indicating posterior), magnitude, rate, and viscous response. Skeletal injuries were consistent with posterolateral contact; visceral injuries consisted of renal (n = 1) or splenic (n = 3) lacerations. Deformation direction was transient during sled impact, progressing from 122 ± 5° at deformation onset to 90° following maximum deflection. Angles from stationary subjects progressed from 141 ± 9° to 120°. Peak normalized deflections, peak rates, and VCmax ranges were 0.075 – 0.171, 3.7 – 12.7 m/s, and 0.3 – 0.6 m/s with stationary airbag, respectively; ranges were 0.167 – 0.297, 7.4 – 18.3 m/s, and 0.7 – 3.0 m/s with airbag sled impact, respectively. Peak deflections were measured at angles between 99° – 135° and 98° – 125° for stationary and dynamic conditions, respectively. Because of deflection angle transience and localized injury response, both posterolateral and lateral injury metrics may be required for this boundary condition. Contrasted with flat rigid or anterolateral loading, biomechanical response to side airbag interaction may be augmented by peak normalized deflection or VCmax at 130°.

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Human Response to and Injury from Lateral Impact

Cited by 53 publications

References 10 publications

Structural Response of Cadaveric Ribcages Under a Localized Loading: Stiffness and Kinematic Trends

Structural Response of Cadaveric Ribcages Under a Localized Loading: Stiffness and Kinematic Trends

Incidence and mechanism of neurological deficit after thoracolumbar fractures sustained in motor vehicle collisions

Biomechanical and Injury Response to Posterolateral Loading From Torso Side Airbags

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