scholarly journals Comparison of standard automotive industry injury predictors and actual injury sustained during significant whiplash events

2021 ◽  
Author(s):  
Ekaterina Smotrova ◽  
Lucy Morris ◽  
Donal McNally
Keyword(s):  
Automotive Industry ◽  
Real Life ◽  
Maximum Amplitude ◽  
Neck Injury ◽  
Human Model ◽  
Ligament Injury ◽  
Alar Ligament ◽  
Injury Criteria ◽  
Level Model ◽  
Lower Neck

Abstract Purpose We present a unique opportunity to compare standard neck injury criteria (used by the automotive industry to predict injury) with real-life injuries. The injuries sustained during, and the overall kinematics of, a television demonstration of whiplash mechanics were used to inform and validate a vertebral level model of neck mechanics to examine the relevance of current injury criteria used by the automotive industry. Methods Frontal and rear impact pulses, obtained from videos of sled motion, were used to drive a MADYMO human model to generate detailed segmental level biomechanics. The maximum amplitude of the frontal and rear crash pulses was 166 ms−2 and 196 ms−2, respectively, both with a duration of 0.137 s. The MADYMO model was used to predict standard automotive neck injury criteria as well as detailed mechanics of each cervical segment. Results Whilst the subject suffered significant upper neck injuries, these were not predicted by conventional upper neck injury criteria (Nij and Nkm). However, the model did predict anterior accelerations of C1 and C2 of 40 g, which is 5 times higher than the threshold of the acceleration for alar ligament injury. Similarly, excessive anterior shear displacement (15 mm) of the skull relative to C2 was predicted. Predictions of NIC, an injury criterion relevant to the lower neck, as well as maximum flexion angles for the lower cervical segments (C3–T1) exceeded injury thresholds. Conclusion The criteria used by the automotive industry as standard surrogates for upper neck injury (Nij and Nkm) did not predict the significant cranio-cervical junction injury observed clinically.

Load-Based Lower Neck Injury Criteria for Females from Rear Impact from Cadaver Experiments

2017 ◽  
Vol 45 (5) ◽  
pp. 1194-1203 ◽  
Author(s):  
Narayan Yoganandan ◽  
Frank A. Pintar ◽  
Anjishnu Banerjee
Keyword(s):  
Neck Injury ◽  
Rear Impact ◽  
Injury Criteria ◽  
Lower Neck

An Examination of Isolated and Interaction-Based Biomechanical Metrics for Potential Lower Neck Injury Criteria

2015 ◽  
Author(s):  
Sajal Chirvi ◽  
Frank A. Pintar ◽  
Narayan Yoganandan
Keyword(s):  
Survival Analysis ◽  
Compressive Force ◽  
Time History ◽  
Injury Mechanism ◽  
Neck Injury ◽  
Peak Force ◽  
Injury Criteria ◽  
Lower Neck ◽  
Injury Probability ◽  
Head Neck

Lower neck injuries inferior to C4 level, such as fractures and dislocations, occur in motor vehicle crashes, sports, and military events. The recently developed interaction criterion, termed Nij, has been used in automotive safety standards and is applicable to the upper neck. Such criterion does not exist for the lower neck. This study was designed to conduct an analysis of data of lower neck injury metrics toward the development of a mechanistically appropriate injury criterion. Axial loads were applied to the crown of the head of post mortem human subject (PMHS) head-neck complexes at different loading rates. The generalized force histories at the inferior end of the head-neck complex were recorded using a load cell and were transformed to the cervical-thoracic joint. Peak force and peak moment (flexion or extension) were quantified for each test from corresponding time histories. Initially, a survival analysis approach was used to derive injury probability curves based on peak force and peak moment alone. Both force and moment were considered as primary variables and age a covariate in the survival analysis. Age was found to be a significant (p<0.05) covariate for the compressive force and flexion moment but insignificant for extension moment (p>0.05). A lower neck Nij formulation was done to derive a combined interactive metric. To derive cadaver-based metrics, critical intercepts were obtained from the 90% injury probability point on peak force and peak moment curves. The PMHS-based critical intercepts derived from this study for compressive force, flexion, and extension moment were 4471 N, 218 Nm, and 120 Nm respectively. The lower cervical spine injury criterion, Lower Nij (LNij), was evaluated in two different formulations: peak LNij and mechanistic peak LNij. Peak LNij was obtained from the LNij time history regardless of when it occurred. Mechanistic peak LNij was obtained from the LNij time history only during the time when the resulting injury mechanism occurred. Injury mechanism categorization included compression-flexion, compression-extension, and those best represented by a more pure compression-related classification. Mechanistic peak LNij was identified based on the peak timing of the injury mechanism. Peak LNij and mechanistic peak LNij were found to be significant (p<0.05) predictors of injury with age as a covariate. The 50% injury probability was 1.38 and 1.13 for peak LNij and mechanistic peak LNij, respectively. These results provide preliminary data based on PMHS tests for establishing lower neck injury criteria that may be used in automotive applications, sports and military research to advance safety systems.

Lower neck injury criteria for THOR and Hybrid III dummies in rear impact

2020 ◽  
pp. 1-3
Author(s):  
Narayan Yoganandan ◽  
John Humm ◽  
Preston Greenhalgh ◽  
Jeffrey Somers
Keyword(s):  
Neck Injury ◽  
Rear Impact ◽  
Injury Criteria ◽  
Hybrid Iii ◽  
Lower Neck

The relationship of seat backrest angle and neck injury in low-velocity rear impacts

2005 ◽  
Vol 219 (11) ◽  
pp. 1293-1302 ◽  
Author(s):  
J Latchford ◽  
E C Chirwa ◽  
T Chen ◽  
M Mao
Keyword(s):  
Close Correlation ◽  
Neck Injury ◽  
Low Velocity ◽  
Cervical Spine Injuries ◽  
Rear Impact ◽  
Test Specifications ◽  
Lower Neck ◽  
Rear Impacts ◽  
Relationship Of ◽  
The Relationship

Car-rear-impact-induced cervical spine injuries present a serious burden on society and, in response, seats offering enhanced protection have been introduced. Seats are evaluated for neck protection performance but only at one specific backrest angle, whereas in the real world this varies greatly owing to the variation in occupant physique. Changing the backrest angle modifies the seat geometry and thereby the nature of its interaction with the occupant. Low-velocity rear-impact tests on a BioRID II anthropomorphic test dummy (ATD) have shown that changes in backrest angle have a significant proportionate effect on dummy kinematics. A close correlation was found between changes in backrest angle and the responses of neck injury predictors such as lower neck loading and lower neck shear but not for the neck injury criterion NICmax. Torso ramping was evident, however, with negligible effect in low-velocity impacts. The backrest angle ranged from 20° to 30° whereas the BioRID II spine was adapted to a range from 20° to 26.5°. Nevertheless, in general, instrumentation outputs correlated well, indicating that this ATD could be used for evaluating seats over a 20–30° range rather than solely at 25° as required by current approval test specifications.

Development of Lower Neck Injury Assessment Reference Values Based on Comparison of ATD and PMHS Tests

2010 ◽  
Vol 3 (1) ◽  
pp. 308-323
Author(s):  
Christine Raasch ◽  
Michael Carhart ◽  
B. Johan Ivarsson ◽  
Scott Lucas
Keyword(s):  
Reference Values ◽  
Neck Injury ◽  
Injury Assessment ◽  
Lower Neck

Development of a new recline mechanism in order to reduce the “whiplash” effect using a virtual model

2017 ◽  
Vol 232 (12) ◽  
pp. 1701-1712
Author(s):  
Alexandru Ionut Radu ◽  
Cornel Cofaru ◽  
Bogdan Tolea ◽  
Mihaela Popescu
Keyword(s):  
Contact Forces ◽  
Neck Injury ◽  
Virtual Model ◽  
Injury Criteria ◽  
Physics Model ◽  
Whiplash Effect ◽  
Injury Potential

The purpose of this paper is to design a mechanism mounted on the occupant’s seat to control the recline of the backseat in the case of rear-end collisions to reduce the effects of whiplash upon the occupant’s neck and head using a virtual model of an occupant and seat. The design of the system is modeled in SolidWorks and simulated in this software by using the Adams physics model included in SolidWorks. The system will function similarly to a real sled; it is composed of a car’s seat, a multibody occupant and a surface along which the seat may slide. This system will be validated by comparing two real sled tests and a seat normally functioning. Once validated, the mechanism is enabled to make simulations which are conducted to analyze the differences in kinematics of the occupant’s neck and the various key parameters such as head accelerations, contact forces and T1 vertebrae acceleration. The multibody occupant is composed of multiple bodies inter-connected with joints and it will simulate a real occupant. As for the evaluation of injury potential for the neck, the neck injury criteria (NIC) are calculated for the comparisons of the two situations: when the backseat has normal rigidity and when the recline mechanism is activated. It was observed that, by using this recline mechanism, the key parameters were reduced. This paper presents the new developed mechanism with the obtained parameter reductions.

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