Investigation of Upper Body and Cervical Spine Kinematics of Post Mortem Human Subjects (PMHS) during Low-Speed, Rear-End Impacts

Importance of intervertebral displacement for whiplash investigations

“…This is because C1, which does not have a vertebral body [61], may be obscured by the head and/or C2, while C7 and T1 may be obscured by the shoulder in the typical driving posture [62]. In some instances not even C6 can be tracked adequately, as White et al [50] report for their study. Sato et al [52] reported a resolution of 1280 x 1024 pixels and approximately 7.3 pixels/mm for the JARI study, Gutsche et al [60] reported approximately 2.7 pixels/mm for their high speed X-Ray video.…”

Cross-sectional neck response of a total human body FE model during simulated frontal and side automobile impacts

“…Even though the vertebrae were deformable bodies, no deformation was expected to occur for the loading scenarios. Should comparison need to be made between tracked motion of the cadaver cervical spine using high-speed, biplane X-rays, an alternative LCSYS defined by Padgaonkar (1976) and utilised by White (2008White ( , 2009) can be implemented. Using this alternative method, the local origin is placed at the anterior -superior vertebral body in the sagittal plane, not requiring the location of the CG.…”

“…Still, the majority of MVC-related injuries to the cervical spine are minor soft tissue injuries usually resulting from low-speed, rear-end impacts (Schmitt et al 2010). Although not lifethreatening, these injuries are associated with highsocioeconomic costs on a global level (White et al 2009). In 1976, General Motors introduced the Hybrid III 50th percentile male anthropomorphic test device (ATD) as a biofidelic surrogate to study occupant protection in simulated frontal and rear MVCs (Mertz 2002).…”

Finite Element Analysis for Investigating the Effects of Muscle Activation on Head-neck Injury Risks of Drivers Rear-ended by a Car after an Autonomous Emergency Braking

“…In addition, the THUMS includes 262 muscle bar elements modeled by Hill type muscle contractile material properties, and can reproduce the driver's muscle activation conditions by inputting the activation time history curves to individual muscles of the entire body (4) . As for the rear-end impacts, THUMS was validated against cadaver test data of a rear impact at 8 km/h, obtained from White et al (2009) (6) , and volunteer test data on a rear impact at the same velocity, obtained from Ono et al (1997) (7) . Comparisons of the head rotational angle time history curves for rear impact between THUMS and the test data indicated that the peak head rotational angles predicted by THUMS were almost the same as those obtained from the test data (8) .…”

“…The deceleration curve of 0.8G for simulating an AEB was obtained from a volunteer test for reproducing an AEB that was conducted by Ejima et al (2008) (13) . The deceleration curves of rear-end impacts corresponding to 16 km/h or 24 km/h were obtained from two series of cadaver tests for reproducing low-speed rear-ended impacts that were conducted by White et al (2009) (6) and Kang et al (2012) (14) , respectively. We performed the simulations without muscle activation to simulate sleeping drivers, with posture control to simulate relaxed drivers, and with total control of posture and force to simulate braced drivers.…”