Experimental characterisation of porcine subcutaneous adipose tissue under blunt impact up to irreversible deformation

A deeper understanding of the mechanical characteristics of adipose tissue under large deformation is important for the analysis of blunt force trauma, as adipose tissue alters the stresses and strains that are transferred to subjacent tissues. Hence, results from drop tower tests of subcutaneous adipose tissue are presented (i) to characterise adipose tissue behaviour up to irreversible deformation, (ii) to relate this to the microstructural configuration, (iii) to quantify this deformation and (iv) to provide an analytical basis for computational modelling of adipose tissue under blunt impact. The drop tower experiments are performed exemplarily on porcine subcutaneous adipose tissue specimens for three different impact velocities and two impactor geometries. An approach based on photogrammetry is used to derive 3D representations of the deformation patterns directly after the impact. Median values for maximum impactor acceleration for tests with a flat cylindrical impactor geometry at impact velocities of 886 mm/s, 1253 mm/s and 2426 mm/s amount to 61.1 g, 121.6 g and 264.2 g, respectively, whereas thickness reduction of the specimens after impact amount to 16.7%, 30.5% and 39.3%, respectively. The according values for tests with a spherically shaped impactor at an impact velocity of 1253 mm/s are 184.2 g and 78.7%. Based on these results, it is hypothesised that, in the initial phase of a blunt impact, adipose tissue behaviour is mainly governed by the behaviour of the lipid inside the adipocytes, whereas for further loading, contribution of the extracellular collagen fibre network becomes more dominant.

HIGH ENERGY WIDE AREA BLUNT IMPACT OF COMPOSITE AIRCRAFT STRUCTURES—PART A: DESIGN AND ANALYSIS METHODOLOGY OF REPRESENTATIVE SUBSTRUCTURE

Large test structures, common in the aerospace industry, offer a challenge to model, manufacture and test, with high cost associated with computational as well as materials, specimen fabrication, test planning/setup, and instrumentation resources. In this paper, a methodology is presented to demonstrate use of a smaller-sized substructure to produce equivalent response to the original, larger structure. The structure under study is a quarter barrel of typical commercial aircraft fuselage section made of carbon fiber reinforced polymer (CFRP), initially consisting of two circumferential structural members (C-frames and shear ties), and 12 stringers cocured to the skin. Through a series of finite element analyses and a modified specimen design, a substructure representing the quarter barrel was validated for loading conditions generated by high energy wide area blunt impacts (HEWABI) which are potentially caused by accidental contact from moving ground service equipment (GSE). The substructure is made of one circumferential member (C-frame and shear tie), and 6 stringers co-cured to skin and is shown to have similar stiffness and stresses in the region of interest. Finite element analysis (FEA) with progressive damage analysis demonstrates the equivalent response between the substructure and full quarter barrel. This methodology can be used in a wide range of applications, as long as the loading area is distant enough from the modified structure end and the correct boundary conditions/fixtures are defined to represent the omitted portions of the structure of interest.

HIGH ENERGY WIDE AREA BLUNT IMPACT OF COMPOSITE AIRCRAFT STRUCTURES PART B: TESTING AND INTERNAL DAMAGE MODES

Modern aircraft structures constructed from high strength laminated composite materials present a challenge in the detection of damage resulting from impact events. Broad-area contact from large sized or blunt radius objects furthermore create conditions in which significant internal damage can result, while leaving low (or even no) externally visible indications of damage being present. Composite fuselage structures subjected to high energy wide area blunt impact (HEWABI) sources have been studied. These impact sources act over a wide area and can possibly damage multiple internal structural elements. HEWABI sources of concern are generally heavy ground service equipment (GSE) such as belt loaders, cargo loaders, catering trucks, etc., which have soft rubber/elastomeric bumper-type pads mounted at locations where the GSE could contact the aircraft. Of particular interest in this study is the formation of damage in composite frame and shear tie components during HEWABI events occurring near the passenger floor joint. Carbon/epoxy composite test specimens reflecting modern composite fuselage features were designed and fabricated having continuous shear ties and representative stiffness interaction between the floor beam and circumferential frame members. Quasi-static and slow speed tests (representing impact) conducted using rubber bumper faced indentors developed significant internal damage to internal components. Specifically, fiber failures and large-size crack formation in shear ties, frames, and stringers occurred with low/no external observability in the external skin. A clear quantitative understanding of damage modes and damage location that could result from HEWABI events is important for establishing damage size criteria in the evaluation of a structure’s residual strength and damage tolerance capability.

Using Wavelet Analysis to Distinguish Cavitation Acoustic Emissions From Blunt Impact Noise

Cavitation has been shown to have implications for head injury, but currently there is no solution for detecting the formation of cavitation through the skull during blunt impact. The goal of this communication is to confirm the wideband acoustic wavelet signature of cavitation collapse, and determine that this signature can be differentiated from the noise of a blunt impact. A controlled, laser induced cavitation study was conducted in an isolated water tank to confirm the wide band acoustic signature of cavitation collapse in the absence of a blunt impact. A clear acrylic surrogate head was impacted to induce blunt impact cavitation. The bubble formation was imaged using a high speed camera, and the collapse was synched up with the wavelet transform of the acoustic emission. Wideband acoustic response is seen in wavelet transform of positive laser induced cavitation tests, but absent in laser induced negative controls. Clear acrylic surrogate tests showed the wideband acoustic wavelet signature of collapse can be differentiated from acoustic noise generated by a blunt impact. Broadband acoustic signal can be used as a biomarker to detect the incidence of cavitation through the skull as it consists of frequencies that are low enough to potentially pass through the skull but high enough to differentiate from blunt impact noise. This lays the foundation for a vital tool to conduct CSF cavitation research in-vivo.

A Methodology to Compare Biomechanical Simulations With Clinical Brain Imaging Analysis Utilizing Two Blunt Impact Cases

According to the US Defense and Veterans Brain Injury Center (DVBIC) and Centers for Disease Control and Prevention (CDC), mild traumatic brain injury (mTBI) is a common form of head injury. Medical imaging data provides clinical insight into tissue damage/injury and injury severity, and helps medical diagnosis. Computational modeling and simulation can predict the biomechanical characteristics of such injury, and are useful for development of protective equipment. Integration of techniques from computational biomechanics with medical data assessment modalities (e.g., magnetic resonance imaging or MRI) has not yet been used to predict injury, support early medical diagnosis, or assess effectiveness of personal protective equipment. This paper presents a methodology to map computational simulations with clinical data for interpreting blunt impact TBI utilizing two clinically different head injury case studies. MRI modalities, such as T1, T2, diffusion-weighted imaging (DWI) and apparent diffusion coefficient (ADC), were used for simulation comparisons. The two clinical cases have been reconstructed using finite element analysis to predict head biomechanics based on medical reports documented by a clinician. The findings are mapped to simulation results using image-based clinical analyses of head impact injuries, and modalities that could capture simulation results have been identified. In case 1, the MRI results showed lesions in the brain with skull indentation, while case 2 had lesions in both coup and contrecoup sides with no skull deformation. Simulation data analyses show that different biomechanical measures and thresholds are needed to explain different blunt impact injury modalities; specifically, strain rate threshold corresponds well with brain injury with skull indentation, while minimum pressure threshold corresponds well with coup–contrecoup injury; and DWI has been found to be the most appropriate modality for MRI data interpretation. As the findings from these two cases are substantiated with additional clinical studies, this methodology can be broadly applied as a tool to support injury assessment in head trauma events and to improve countermeasures (e.g., diagnostics and protective equipment design) to mitigate these injuries.

Response Corridors for Blunt Impacts to the Back

Corridors for the biofidelity of blunt impact to the back are important for sled and crash testing with Anthropomorphic Test Devices (ATDs). The Hybrid III is used in rear sled tests as part of Federal Motor Vehicle Safety Standards (FMVSS) 202a. The only corridor for biofidelity is the neck extension. Eight Post Mortem Human Subjects (PMHS) were subjected to 20 blunt impacts with a 15.2 cm (6 in.) diameter pendulum weighing 23.4 kg. The impact was below T1 at 4.5 m/s and 6.7 m/s and below T6 at 4.5 m/s centered on the back. Head, neck, and chest responses were reported in 2001 [8]. In this study, the responses were scaled to the 50th male Hybrid III, and corridors were determined defining biofidelity for blunt impacts to the back. The scaled data gives an average peak force of 3.44 kN ± 0.74 kN at T1 and 4.5 m/s, 5.08 kN ± 1.35 kN at T1 and 6.7 ms, and 3.4 kN ± 1.2 kN at T6 and 4.5 m/s. The corresponding scaled deflection was 44.0 ± 19.7 mm, 60.2 ± 21.2 mm, and 53.1 ± 16.5 mm. The average stiffness of the back was 1.21 kN/cm at T1 and 4.5 m/s, 1.17 kN/cm at T1 and 6.7 m/s, and 1.14 kN/cm at T6 and 4.5 m/s. The corridors help to define biofidelity and can be used to assess the performance of the Hybrid III, Biofidelic Rear Impact Dummy (BioRID) II, and other ATDs.