Influence of pre-collision occupant parameters on injury outcome in a frontal collision

Bose, Dipan; Crandall, Jeffrey Richard; Untaroiu, Costin D.; Maslen, Eric H.

doi:10.1016/j.aap.2010.03.004

Cited by 71 publications

(26 citation statements)

References 22 publications

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“…30,32,55 Consequently, the resulting injury patterns may be altered based on muscle activation. 6,10,57 Findings of previous studies infer that it is essential to investigate the effect of muscle activation on the biomechanical response of occupants in automobile collisions. Although previous research has provided significant contributions to the literature, the narrow focuses present limitations in translating the results to predict the whole body response of a human in frontal automotive collisions.…”

Section: Introductionmentioning

confidence: 98%

“…However, these are constrained due to either the limited total number of muscles included, 4 the exclusion of dynamic muscle activation, 16 or activation is optimized using external loading rather than volunteer EMG data. 10 Validation of whole body human models can be enhanced by measuring occupant kinematics, EMG, load-distributions, and acceleration profiles during volunteer sled tests. To continue to improve computational models, a number of muscles should be targeted for multiple body regions and the model should be validated against data from multiple severities.…”

Section: Introductionmentioning

confidence: 99%

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Effects of Bracing on Human Kinematics in Low-Speed Frontal Sled Tests

et al. 2011

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Continued development of computational models and biofidelic anthropomorphic test devices (ATDs) necessitates further analysis of the effects of bracing on an occupant's biomechanical response in automobile collisions. A total of 20 dynamic sled tests were performed, 10 low (2.5 g, Δv = 4.8 kph) and 10 medium severity (5.0 g, Δv = 9.7 kph), with five male human volunteers of approximately 50th percentile male height and weight. Each volunteer was exposed to two impulses at each severity, one relaxed and one braced prior to the impulse. A Vicon motion analysis system, 12 MX-T20 2 megapixel cameras, was used to quantify subject 3D kinematics (±1 mm) (1 kHz). Excursions of select anatomical regions were normalized to their respective initial positions and compared by test condition. At the low severity, bracing significantly reduced (p < 0.05) the forward excursion of the knees, hips, elbows, shoulders, and head (average 35-70%). At the medium severity, bracing significantly reduced (p < 0.05) the forward excursion of the elbows, shoulders, and head (average 36-69%). Although not significant, bracing at the medium severity considerably reduced the forward excursion of the knees and hips (average 18-26%). This study illustrates that bracing has a significant influence on the biomechanical response of human occupants in frontal sled tests and provides novel biomechanical data that can be used to refine and validate computational models and ATDs used to assess injury risk in automotive collisions.

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Section: Introductionmentioning

confidence: 98%

Section: Introductionmentioning

confidence: 99%

Effects of Bracing on Human Kinematics in Low-Speed Frontal Sled Tests

et al. 2011

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“…This can be expected as the occupant moves into the lap and shoulder belts in a frontal crash and any tightening of the belts directly adds to the restraining loads Downloaded by [MacEwan University Libraries] at 15:31 20 November 2014 on the occupant. The pretensioning load increases ride-down effects by coupling the occupant earlier to the crash pulse and increasing the distance for restraint (Bose et al 2010;Kent et al 2007). Movement into taut belts can also be beneficial in rollovers; however, the ability to retract webbing is often limited by occupant movement prior to the impact and the flexibility of real occupants allows excursion (McCoy and Chou 2007;Moffatt et al 1997;Newberry et al 2006).…”

Section: Discussionmentioning

confidence: 96%

Influence of Belt Pretensioning on Dummy Responses in 40 km/h Rear-Impact Sled Tests

Viano¹,

Parenteau²,

Burnett

2012

Traffic Injury Prevention

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“…A driver's lower extremity is commonly thought to be on the brake pedal in most collision injury investigations [3,5]. However, this is not always true in actual situations, as the driver cannot always react in driving situations that exceed the physiological limit of human reaction capabilities [22,23].…”

Section: Discussionmentioning

confidence: 99%

“…These will result in different musculoskeletal characteristics and great influence on the kinematic responses and injuries during and following a collision [4]. Bose analyzed injuries in different postures and discovered that the most severe injuries occurred in out-of-position (OOP) conditions [5]. However, it was uncertain what posture the lower extremity was in when the collision occurred.…”

Section: Introductionmentioning

confidence: 99%

Experimal study of young male drivers’ responses to vehicle collision using EMG of lower extremity

Gao

et al. 2015

BME

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Abstract. A driver's response to a front-coming vehicle collision consists of braking reaction time and braking behavior. The purpose was to investigate drivers' responses at different speeds, relative distances, and particularly the behavior on the accelerator at the collision moment. Twelve young men participated in driving simulator tests. Vehicle parameters and electromyograms (EMGs) of the drivers' tibialis anterior muscles were recorded and responses were analyzed. The drivers' braking reaction time windows were divided into pre-motor time, muscle activation time, accelerator release time, and movement time. By comparing the reaction times and collision times, braking behaviors were investigated. It was found that movement times (r = -0.281) decreased with speed. Pre-motor times (r = 0.326) and muscle activation times (r = 0.281) increased with relative distance. At the collision moment, the probability of the driver's lower extremity being on the accelerator, in the air, and on the brake pedal was 7.4%, 18.9%, and 73.7%, respectively. With higher speeds and smaller distances, the lower extremity was more likely to be in the air or even on the accelerator in different muscle activation states. The driver will collide in normal driving postures which muscles are not or not fully activated in very urgent situation.

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Influence of pre-collision occupant parameters on injury outcome in a frontal collision

Cited by 71 publications

References 22 publications

Effects of Bracing on Human Kinematics in Low-Speed Frontal Sled Tests

Effects of Bracing on Human Kinematics in Low-Speed Frontal Sled Tests

Influence of Belt Pretensioning on Dummy Responses in 40 km/h Rear-Impact Sled Tests

Experimal study of young male drivers’ responses to vehicle collision using EMG of lower extremity

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