The Influence of Gait Stance and Vehicle Type on Pedestrian Kinematics and Injury Risk

2020 ◽  
Author(s):  
Wansoo Pak ◽  
Daniel Grindle ◽  
Costin Untaroiu
Keyword(s):  
Injury Risk ◽  
Bone Fractures ◽  
Leading Edge ◽  
Pedestrian Protection ◽  
Head Region ◽  
Vehicle Type ◽  
Low Profile ◽  
Active Safety Systems ◽  
The Usa ◽  
Human Body Models

Abstract Pedestrians are one of the most vulnerable road users. In 2018 the USA reported the highest number of pedestrian fatalities number in nearly three decades. Government safety agencies and car manufacturers have started paying greater attention towards pedestrian protection. The pre-impact conditions of Car-to-Pedestrian Collisions (CPC) varies significantly in terms of the characteristics of vehicles (e.g. front-end geometry, stiffness, etc.) and pedestrians (e.g. anthropometry, posture, etc.). The influence of vehicle type and pedestrian gait has not been analyzed. The purpose of this study was to numerically investigate the changes in pedestrian kinematics and injuries across various gait postures and two different car types. Five finite element (FE) human body models, representing 50th percentile male in gait cycle, were developed and used to perform CPC simulations with two generic vehicle FE models representing a family car (FCR), and a sport utility vehicle (SUV). In the impacts with the high-profile vehicle (SUV), the pedestrian models usually slide above the bonnet leading edge and report shorter wrap around distances (WAD) than in low-profile vehicle (FCR) impacts. The pedestrian postures influenced the post-impact rotation of the pedestrian and consequently, the impacted head region. The pedestrian posture also influenced the risk of injuries in the lower extremities. Higher risk of bone fractures was observed in the stance phase posture compared to the swing phase. The findings of this study should be taken into consideration when examining pedestrian protection protocols. In addition, the results of this study can be used to improve the design of active safety systems used to protect pedestrians in collisions.

The Influence of Gait Stance and Vehicle Type On Pedestrian Kinematics and Injury Risk

2021 ◽  
Author(s):  
Wansoo Pak ◽  
Daniel Grindle ◽  
Costin Untaroiu
Keyword(s):  
Injury Risk ◽  
Leading Edge ◽  
Head Region ◽  
High Profile ◽  
Low Profile ◽  
Active Safety Systems ◽  
The Usa ◽  
Post Impact ◽  
Human Body Models ◽  
Safety Systems

Abstract Pedestrians are one of the most vulnerable road users. In 2019, the USA reported the highest number of pedestrian fatalities in nearly three decades. The pre-impact conditions of Car-to-Pedestrian Collisions (CPC) vary significantly in terms of vehicles characteristics (e.g. front-end geometry, stiffness, etc.) and pedestrian characteristics (e.g. anthropometry, posture, etc.). The influence of pedestrian gait posture on CPC injury outcomes has not been well analyzed. The purpose of this study was to numerically investigate the changes in pedestrian kinematics and injuries across various gait postures in two different vehicle impacts. Five finite element (FE) human body models, that represent the 50th percentile male through the gait cycle, were developed and used to perform CPC simulations with two generic vehicle models representing a low-profile and high-profile vehicle. In the impacts with the high-profile vehicle, the pedestrian models usually slid above the bonnet leading edge and reported shorter wrap around distances than the low-profile vehicle impacts. The pedestrian postures influenced the post-impact rotation of the pedestrian and consequently, the impacted head region. Pedestrian posture also influenced the risk of injuries in the lower and upper extremities. Higher bone bending moments were observed in the stance phase posture compared to the swing phase. The findings of this study should be taken into consideration when examining pedestrian protection protocols. In addition, the results of this study can be used to improve the design of active safety systems used to protect pedestrians in collisions.

scholarly journals Kinetic and Kinematic Features of Pedestrian Avoidance Behavior in Motor Vehicle Conflicts

2021 ◽  
Vol 9 ◽  
Author(s):  
Quan Li ◽  
Shi Shang ◽  
Xizhe Pei ◽  
Qingfan Wang ◽  
Qing Zhou ◽  
...  
Keyword(s):  
Injury Risk ◽  
Muscle Activation ◽  
Motor Vehicle ◽  
Movement Velocity ◽  
Physiological Signal ◽  
Avoidance Behaviors ◽  
Active Safety Systems ◽  
Traffic Conflict ◽  
Human Body Models ◽  
Biomechanical Features

The active behaviors of pedestrians, such as avoidance motions, affect the resultant injury risk in vehicle–pedestrian collisions. However, the biomechanical features of these behaviors remain unquantified, leading to a gap in the development of biofidelic research tools and tailored protection for pedestrians in real-world traffic scenarios. In this study, we prompted subjects (“pedestrians”) to exhibit natural avoidance behaviors in well-controlled near-real traffic conflict scenarios using a previously developed virtual reality (VR)-based experimental platform. We quantified the pedestrian–vehicle interaction processes in the pre-crash phase and extracted the pedestrian postures immediately before collision with the vehicle; these were termed the “pre-crash postures.” We recorded the kinetic and kinematic features of the pedestrian avoidance responses—including the relative locations of the vehicle and pedestrian, pedestrian movement velocity and acceleration, pedestrian posture parameters (joint positions and angles), and pedestrian muscle activation levels—using a motion capture system and physiological signal system. The velocities in the avoidance behaviors were significantly different from those in a normal gait (p < 0.01). Based on the extracted natural reaction features of the pedestrians, this study provides data to support the analysis of pedestrian injury risk, development of biofidelic human body models (HBM), and design of advanced on-vehicle active safety systems.

Two newly identified cheiracanthid acanthodians from the Mey Flagstone Formation (Givetian, Middle Devonian) of the Orcadian Basin, Scotland

2020 ◽  
Vol 57 (1) ◽  
pp. sjg2020-009
Author(s):  
Michael J. Newman ◽  
Jan L. den Blaauwen ◽  
Carole J. Burrow
Keyword(s):  
Middle Devonian ◽  
Leading Edge ◽  
Baltic Region ◽  
Head Region ◽  
Longitudinal Ridge ◽  
Orcadian Basin ◽  
First Time ◽  
Fin Spines

Articulated cheiracanthid acanthodians are relatively rare above the Dickosteus thrieplandi biostratigraphic zone in the Orcadian Basin, with Cheiracanthus peachi den Blaauwen, Newman & Burrow the only species identified to date. Here we describe two other taxa Fallodentus davidsoni nov. gen. et sp. and Markacanthus costulatus Valiukevičius from the Mey Flagstone Formation. F. davidsoni occurs at the base of the formation, in the Osteolepis panderi biostratigraphic zone, and is readily identified by its robust fin spines which have a wide longitudinal ridge on each side below the groove separating the leading edge from the side of the spine. The taxon is most similar to Homalacanthus concinnus (Whiteaves) from the younger (Frasnian) Escuminac Formation in Quebec, Canada. The unique specimen of Markacanthus costulatus is from the top of the Mey Flagstone Formation. This taxon was previously only known from isolated scales from the upper Narva and Aruküla Regional Stages of the east Baltic region. The dorsoventral preservation of the head region in the F. davidsoni specimens reveals clearly the position of the ceratohyal cartilages in a cheiracanthid, as well as showing for the first time that there is a basihyal cartilage anterior to the ceratohyals.

Government, Trade and Industry and Other Preventative Responses to Volatile Substance Abuse

1989 ◽  
Vol 8 (4) ◽  
pp. 327-330 ◽  
Author(s):  
B.I. Liss
Keyword(s):  
Substance Abuse ◽  
Education Programme ◽  
Volatile Substance ◽  
British Government ◽  
Low Profile ◽  
The Usa ◽  
Volatile Substance Abuse ◽  
Profile Approach

1 Since the early 1960s the USA has attempted to combat the problem of volatile substance abuse through legislation including restricting sales, banning 'sniffing', labelling and adding unpleasant smells to abused products. None of this legislation appears to have had the desired effect. 2 VSA has been a growing problem in Britain since the 1970s and presently kills two people per week. The British Government initially adopted a low profile approach, although legislation restricting the sale of abused products was introduced in 1985. 3 In 1984 the British Adhesives Manufacturers Association founded Re-Solv, the society for the prevention of solvent and volatile substance abuse; it is now an independent national charity. Re-solv believe that a broad education programme is needed to combat VSA and are involved in many such projects.

Effects of vehicle front-end safety countermeasures on pedestrian head injury risk during ground impact

2019 ◽  
Vol 233 (14) ◽  
pp. 3588-3599 ◽  
Author(s):  
Liangliang Shi ◽  
Yong Han ◽  
Hongwu Huang ◽  
Wei He ◽  
Fang Wang ◽  
...  
Keyword(s):  
Injury Risk ◽  
Rotation Angle ◽  
Head Injuries ◽  
Leading Edge ◽  
Vehicle Safety ◽  
Secondary Impact ◽  
Front End ◽  
Vehicle Impact ◽  
Safety Countermeasures ◽  
Primary Impact

Pedestrian safety countermeasures such as pop-up bonnets and exterior pedestrian airbags have been shown to decrease the pedestrian injury risk caused by vehicle impacts (primary impact). However, it is still unknown whether these devices could prevent or mitigate pedestrian injuries resulting from ground impacts (secondary impact). In order to understand how the vehicle safety countermeasures prevent pedestrian head injuries caused by primary and secondary impacts, a total of 252 vehicle-to-pedestrian impact simulations were conducted using the MADYMO code. The simulations accounted for three types of vehicle configurations (a baseline vehicle and vehicles with the two aforementioned vehicle safety countermeasures) along with five front-end structural parameters at three vehicle impact velocities (30, 40, and 50 km/h). The simulation results show that the bonnet leading edge height was the most sensitive parameter affecting the head-to-vehicle impact location and that caused different head injuries resulting from the local stiffness in the location impacted. Moreover, the bonnet leading edge height was the leading governing factor on the pedestrian rotation angle in the secondary impact. The vehicle equipped with a pop-up bonnet and an external airbag could cause a larger pedestrian rotation angle at 30 km/h than that in the other two vehicle types, but conversely could cause a smaller pedestrian rotation angle at 40 and 50 km/h. Also, the vehicle equipped with pop-up bonnet and external airbag systems could lead a higher pedestrian flight altitude than that of the baseline type. A vehicle equipped with a pop-up bonnet and external airbag systems provide improved protection for the pedestrian’s head in the primary impact, but may not prevent the injury risk and/or even cause more severe injuries in secondary impacts.

Study on the Difference of Frontal Impact Response among People of Different Sizes

2010 ◽  
Vol 34-35 ◽  
pp. 111-116 ◽  
Author(s):  
Li Bo Cao ◽  
Chong Zhen Cui ◽  
Ning Yu Zhu ◽  
Huan Chen
Keyword(s):  
Human Body ◽  
Injury Risk ◽  
Simulation Models ◽  
Restraint System ◽  
Frontal Impact ◽  
Occupant Restraint System ◽  
Impact Simulation ◽  
The Difference ◽  
Human Body Models ◽  
Multi Body

In this article, seven frontal impact simulation models with same restraint system and different human body models were established through the use of multi-body kinematics software MADYMO. The injuries in head, chest and femurs of different human models and the differences of these injuries were analyzed in detail. The weighted injury criterion was adopted to evaluate the overall injuries of different human body models. The results shows that the injury risk of smaller human body is much higher than the taller human body, and existing occupant restraint system that protects the 50th percentile American occupant well protects other size occupant poorly.

The Application of an Integrated Head Assembly for Advanced Power Reactor 1400

2016 ◽  
Author(s):  
Tae Kyo Kang ◽  
Won Ho Jo ◽  
Yeon Ho Cho ◽  
Sang Gyoon Chang ◽  
Dae Hee Lee
Keyword(s):  
United Arab Emirates ◽  
Nuclear Power ◽  
Power Plants ◽  
Nuclear Power Plants ◽  
Power Reactor ◽  
Reactor Vessel ◽  
Head Region ◽  
The Usa ◽  
Head Assembly ◽  
Storage Area

The reactor vessel head region consists of a number of components and systems including reactor vessel head, CEDMs with their cables, cooling air system with ducts and fans, missile shield, seismic supports, head lift rig and cable supports. Prior to refueling operation, those components must be dismantled separately, and moved to the designated storage area. It was a very complicated and time consuming process. As a result, the integrated head assembly (IHA) was introduced to simplify those disassembling procedures, reduce refueling outage period, and improve safety in the containment building as those components are combined into a single system. To reduce refueling outage duration and radiation exposures to the workers by integrating the complicated reactor head region structures, KEPCO E&C has developed the IHA concept in the Korean Next Generation Reactor (KNGR) project [1]. The first application was implemented for the Optimized Power Reactor 1000 (OPR1000) at Shin-Kori units 1&2 and Shin-Wolsong units 1&2. With the past experience, the IHA was upgraded to be applied to the Advanced Power Reactor 1400 (APR1400). The design was patented in Korea [2], China, EU and the USA as modular reactor head area assembly. The IHA was applied for APR1400 nuclear power plants at Shin-Kori and Shin-Hanul, Korea. The design was also supplied to Barakah Nuclear Power Plants in the United Arab Emirates. This paper presents the design features and a variety of analysis which have been used for the APR1400 IHA.

scholarly journals Personalization of a Human Body Model Using Subject-Specific Clothing Industry Dimensions

2021 ◽  
Author(s):  
Luděk Hynčík ◽  
Hana Čechová ◽  
Tomasz Bońkowski ◽  
Gabriela Kavalířová ◽  
Petra Špottová ◽  
...  
Keyword(s):  
Human Body ◽  
Injury Risk ◽  
Population Group ◽  
Clothing Industry ◽  
Human Body Model ◽  
Chinese Adults ◽  
Biomechanical Models ◽  
Body Model ◽  
Subject Specific ◽  
Human Body Models

Virtual human body models contribute to designing safe and user-friendly products through virtual prototyping. Anthropometric biomechanical models address different physiques using average dimensions. In designing personal protective equipment, biomechanical models with the correct geometry and shape shall play a role. The presented study shows the variations of subject-specific anthropometric dimensions from the average for the different population groups in the Czech Republic and China as a background for the need for personalized human body models. The study measures a set of clothing industry dimensions of Czech children, Czech teens, Czech adults and Chinese adults and compares them to the corresponding age average, which is represented by a scaled anthropometric human body model. The cumulative variation of clothing industry dimensions increases the farer is the population group from the average. It is smallest for the Czech adults 7.54% ± 6.63%, Czech teens report 7.93% ± 6.25% and Czech children differ 9.52% ± 6.08%. Chinese adults report 10.86% ± 11.11%. As the variations of the particular clothing industry dimensions from the average prove the necessity of having personalized subject-specific models, the personalization of particular body segments using the measured clothing industry dimensions leading to a subject-specific virtual model is addressed. The developed personalization algorithm results in the continuous body surface desired for contact applications for assessing body behavior and injury risk under impact loading.

scholarly journals Realistic Reference for Evaluation of Vehicle Safety Focusing on Pedestrian Head Protection Observed From Kinematic Reconstruction of Real-World Collisions

2021 ◽  
Vol 9 ◽  
Author(s):  
Guibing Li ◽  
Jinming Liu ◽  
Kui Li ◽  
Hui Zhao ◽  
Liangliang Shi ◽  
...  
Keyword(s):  
Head Injury ◽  
Impact Velocity ◽  
Real World ◽  
Contact Time ◽  
Injury Risk ◽  
Safety Performance ◽  
Contact Boundary ◽  
Vehicle Safety ◽  
Pedestrian Protection ◽  
Vehicle Impact

Head-to-vehicle contact boundary condition and criteria and corresponding thresholds of head injuries are crucial in evaluation of vehicle safety performance for pedestrian protection, which need a constantly updated understanding of pedestrian head kinematic response and injury risk in real-world collisions. Thus, the purpose of the current study is to investigate the characteristics of pedestrian head-to-vehicle contact boundary condition and pedestrian AIS3+ (Abbreviated Injury Scale) head injury risk as functions of kinematic-based criteria, including HIC (Head Injury Criterion), HIP (Head Impact Power), GAMBIT (Generalized Acceleration Model for Brain Injury Threshold), RIC (Rotational Injury Criterion), and BrIC (Brain Injury Criteria), in real-world collisions. To achieve this, 57 vehicle-to-pedestrian collision cases were employed, and a multi-body modeling approach was applied to reconstruct pedestrian kinematics in these real-world collisions. The results show that head-to-windscreen contacts are dominant in pedestrian collisions of the analysis sample and that head WAD (Wrap Around Distance) floats from 1.5 to 2.3 m, with a mean value of 1.84 m; 80% of cases have a head linear contact velocity below 45 km/h or an angular contact velocity less than 40 rad/s; pedestrian head linear contact velocity is on average 83 ± 23% of the vehicle impact velocity, while the head angular contact velocity (in rad/s) is on average 75 ± 25% of the vehicle impact velocity in km/h; 77% of cases have a head contact time in the range 50–140 ms, and negative and positive linear correlations are observed for the relationships between pedestrian head contact time and WAD/height ratio and vehicle impact velocity, respectively; 70% of cases have a head contact angle floating from 40° to 70°, with an average value of 53°; the pedestrian head contact angles on windscreens (average = 48°) are significantly lower than those on bonnets (average = 60°); the predicted thresholds of HIC, HIP, GAMBIT, RIC, BrIC2011, and BrIC2013 for a 50% probability of AIS3+ head injury risk are 1,300, 60 kW, 0.74, 1,470 × 104, 0.56, and 0.57, respectively. The findings of the current work could provide realistic reference for evaluation of vehicle safety performance focusing on pedestrian protection.

Systematic review of equids and telemetry collars: implications for deployment and reporting

2020 ◽  
Vol 47 (5) ◽  
pp. 361
Author(s):  
Jacob D. Hennig ◽  
J. Derek Scasta ◽  
Jeffrey L. Beck ◽  
Kathryn A. Schoenecker ◽  
Sarah R. B. King
Keyword(s):  
Relative Risk ◽  
Injury Risk ◽  
Mule Deer ◽  
Sufficient Information ◽  
Antilocapra Americana ◽  
Feral Horses ◽  
Quarter Century ◽  
Comparative Review ◽  
The Usa ◽  
Abstract Data

Abstract Data from animals equipped with global positioning system collars have advanced our understanding of vertebrates, but this technology has rarely been employed to study feral equids. Hesitation to equip feral equids with telemetry collars in the USA can often be attributed to safety concerns stemming from one study from the 1980s, where injuries were sustained by feral horses (Equus ferus caballus) equipped with radio-collars. Improvements in collar design over the ensuing quarter-century may have decreased risk of collar-related complications; however, telemetry-based studies on feral equids continue to be limited. In the present review, studies from wild and feral equids worldwide were systematically reviewed to better understand the mortality and injury risk in application of telemetry collars to equids. Our goals were to: (1) report the number of individual equids fitted with telemetry collars (1979–2017); and (2) document the number of individual equids that reportedly died or suffered injuries from collars or other sources. A comparative review of elk (Cervus canadensis), mule deer (Odocoileus hemionus) and pronghorn (Antilocapra americana) was also conducted to evaluate the relative risk of collar-related complications among equids and routinely collared North American ungulates. In total, 1089 wild and feral telemetered equids were identified across 48 studies. Of these, 87 (8.0%) were reported to have died, with only one (0.09%) mortality attributable to a collar. Comparatively, 23.0% (1095) of 4761 elk, mule deer and pronghorn fitted with telemetry collars were found to have died in the same number of studies, though no mortalities were reported to be related to the collar. Although wild and feral equids did not experience increased natural mortality compared with the other ungulates, studies have not provided sufficient information to assess relative risk of collar-related complications. Explicit reporting and discussion of telemetry collar impacts in future publications of all animal species are recommended, especially equids, to improve understanding of how telemetry collars can affect study individuals.

Sign in / Sign up

Export Citation Format

Share Document