Investigation of the injury threshold of knee ligaments by the parametric study of car–pedestrian impact conditions

Mo, Fuhao; Arnoux, Pierre‐Jean; Cesari, Dominique; Masson, Catherine

doi:10.1016/j.ssci.2013.07.024

Cited by 29 publications

(20 citation statements)

References 24 publications

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“…Nevertheless, activating tissue failure did not exhibit much effect on the pedestrian upper body kinematics. In this preliminary simulation, the thresholds for cruciate ligament rupture and collateral ligament rupture were respectively chosen as 24 and 28% ultimate strain (Mo et al 2014), but ligament element elimination was not considered in the current study because the failure thresholds of the knee ligaments, which were represented by ultimate strain in the literature, ranges widely (7-60%; Arnoux et al 2008).…”

Section: Discussionmentioning

confidence: 99%

“…The deterministic method (DM) tracked the maximum principal strain in an element from postprocessing to predict the cortical bone fractures and ligament failures. The thresholds were set to represent a population similar to the PMHS in terms of age (average 65 years old for 3 subjects) based on values extracted from the literature (Bass et al 2007;Golman et al 2014;Meyer et al 2012;Mo et al 2014;Quinn and Winkelstein 2007;Snedeker et al 2003;Trajkovski et al 2014;Yasuki and Yamamae 2010). Appendix B (see online supplement) provides additional information on both methods.…”

Section: Injury Predictionmentioning

confidence: 99%

“…The age of the subject was not considered for assessing injury risk except for thorax, which includes age as a covariate in the injury risk function. The lateral bending angles (16°) and the shear displacement (14 mm) of the knee were used to assess the risk of a knee ligament rupture (Ivarsson et al 2004;Li et al 2015;Mo et al 2014). The inversion/eversion bending angle and lower tibial axial load were used to predict risk of ankle injury (Funk et al 2002), and the bending angle measured was defined as the rotation angle of the calcaneus relative to the tibia in the coronal plane.…”

Section: Injury Predictionmentioning

confidence: 99%

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Evaluation of biofidelity of THUMS pedestrian model under a whole-body impact conditions with a generic sedan buck

Kim

Bollapragada

et al. 2017

Traffic Injury Prevention

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(2017) Evaluation of biofidelity of THUMS pedestrian model under a whole-body impact conditions with a generic sedan buck, Traffic Injury Prevention, 18:sup1, S148-S154, DOI: 10.1080DOI: 10. /15389588.2017 Objective: The goal of this study was to evaluate the biofidelity of the Total Human Model for Safety (THUMS; Ver. 4.01) pedestrian finite element models (PFEM) in a whole-body pedestrian impact condition using a well-characterized generic pedestrian buck model. Methods:The biofidelity of THUMS PFEM was evaluated with respect to data from 3 full-scale postmortem human subject (PMHS) pedestrian impact tests, in which a pedestrian buck laterally struck the subjects using a pedestrian buck at 40 km/h. The pedestrian model was scaled to match the anthropometry of the target subjects and then positioned to match the pre-impact postures of the target subjects based on the 3-dimensional motion tracking data obtained during the experiments. An objective rating method was employed to quantitatively evaluate the correlation between the responses of the models and the PMHS.Injuries in the models were predicted both probabilistically and deterministically using empirical injury risk functions and strain measures, respectively, and compared with those of the target PMHS. Conclusions: Based on the data considered, the THUMS PFEM was considered to be biofidelic for this pedestrian impact condition and vehicle. Given the capability of the model to reproduce biomechanical responses, it shows potential as a valuable tool for developing novel pedestrian safety systems.

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Section: Discussionmentioning

confidence: 99%

Section: Injury Predictionmentioning

confidence: 99%

Section: Injury Predictionmentioning

confidence: 99%

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Evaluation of biofidelity of THUMS pedestrian model under a whole-body impact conditions with a generic sedan buck

Kim

Bollapragada

et al. 2017

Traffic Injury Prevention

View full text Add to dashboard Cite

show abstract

“…The valgus or varus bending angle of the knee ) was used to predict knee ligament ruptures. Also, lateral bending angle (16°) and shearing displacement (14 mm) for knee ligament rupture (Mo et al 2014) were applied as a reference, and the measurement method introduce by Li et al (2015) was used.…”

Section: Injury Risk Functions Used For the Probabilistic Methods (Pm)mentioning

confidence: 99%

“…Knee ligament rupture is difficult to predict by strain, because previous literatures (Arnoux et al 2008;Mo et al 2014) showed great variability in knee ligament strain thresholds among studies from 7% to 60%, and among ligament types due to different materials and injury mechanism since MCL failures are relevant to high bending values, while cruciate ligaments (especially ACL) mostly present high positive shearing values (Mo et al 2014). But in this study both function-based (knee lateral bending angle) and strain-based methods overestimated the left knee ligament ruptures of morphed 2.…”

Section: Potential Model Improvementmentioning

confidence: 99%

Evaluating Pedestrian Head Sub-system Test Procedure against Full-scale Vehicle-pedestrian Impact Using Numerical Models

Chen

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Head injury is the primary cause of pedestrian fatalities. To address this problem, the simplified sub-system test procedure has been used to distinguish vehicle stiffness in recent decades. Compared to the full-scale dummy test, the sub-system test has the advantage in terms of cost, repeatability, and testing coverage. However, the sub-system test methodology has long been criticized for oversimplification and for missing headneck interaction, vehicle pre-deformation, and head rotational kinematics, which make the ability of the component test to represent the real full-scale impact questionable. As a result, a potential problem may exist because vehicle design is optimized towards the sub-system test but may not necessarily provide the best protection in real pedestrian accidents. The goal of this dissertation is to study the relationship between the impactor responses of sub-system test with the head response in full-scale pedestrian impact. This process involved multiple steps: 1) evaluate the biofidelity of the PFEM; 2) compare the impactor response in the sub-system test and head response in the full-scale impact; 3) test the hypothesis that vehicle design variations have different influences on the impactor response and head response; and 4) investigate the factors that may contribute to the difference between the component test and the full-scale impact. The results of this work demonstrate limitations in the sub-system test that prevent it from reproducing the full-scale head response, even with matched input kinematics. Many of the limitations of sub-system tests were focused on the lack of vehicle hood pre-deformation caused by the iii pedestrian torso. The methodology and results of this dissertation could provide reference for improvements to future vehicle safety design and pedestrian regulation development.iv

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Concept Design of Twin-Sheet Thermoplastic Cellular Structures for Vehicle’s Bumper System

Tabacu

Diaconescu²,

Oltean³

2015

Proceedings of the European Automotive Congress EAEC-ESFA 2015

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Investigation of the injury threshold of knee ligaments by the parametric study of car–pedestrian impact conditions

Cited by 29 publications

References 24 publications

Evaluation of biofidelity of THUMS pedestrian model under a whole-body impact conditions with a generic sedan buck

Evaluation of biofidelity of THUMS pedestrian model under a whole-body impact conditions with a generic sedan buck

Evaluating Pedestrian Head Sub-system Test Procedure against Full-scale Vehicle-pedestrian Impact Using Numerical Models

Concept Design of Twin-Sheet Thermoplastic Cellular Structures for Vehicle’s Bumper System

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