Development of a Full Body CAD Dataset for Computational Modeling: A Multi-modality Approach

In Silico Investigation of Biomechanical Response of a Human Brain Subjected to Primary Blast

The brain response to the explosion-induced primary blast waves is actively sought. Over the past decade, reasonable progress has been made in the fundamental understanding of blast traumatic brain injury (bTBI) using head surrogates and animal models. Yet, the current understanding of how blast waves interact with human is in nascent stages, primarily due to the lack of data in human. The biomechanical response in human is critically required to faithfully establish the connection to the aforementioned bTBI models. In this work, the biomechanical cascade of the brain under a primary blast has been elucidated using a detailed, full-body human model. The full-body model allowed us to holistically probe short- (<5 ms) and long-term (200 ms) brain responses. The full-body model has been extensively validated against impact loading in the past. We have further validated the head model against blast loading. We have also incorporated the structural anisotropy of the brain white matter. The blast wave transmission, and linear and rotational motion of the head were dominant pathways for the loading of the brain, and these loading paradigms generated distinct biomechanical fields within the brain. Blast transmission and linear motion of the head governed the volumetric response, whereas the rotational motion of the head governed the deviatoric response. Blast induced head rotation alone produced diffuse injury pattern in white matter fiber tracts. The biomechanical response under blast was comparable to the impact event. These insights will augment laboratory and clinical investigations of bTBI and help devise better blast mitigation strategies.

Brain Material Properties and Integration of Arachnoid Complex for Biofidelic Impact Response for Human Head Finite Element Model

Finite element head models offer great potential to study brain-related injuries; however, at present may be limited by geometric and material property simplifications required for continuum-level human body models. Specifically, the mechanical properties of the brain tissues are often represented with simplified linear viscoelastic models, or the material properties have been optimized to specific impact cases. In addition, anatomical structures such as the arachnoid complex have been omitted or implemented in a simple lumped manner. Recent material test data for four brain regions at three strain rates in three modes of loading (tension, compression, and shear) was used to fit material parameters for a hyper-viscoelastic constitutive model. The material model was implemented in a contemporary detailed head finite element model. A detailed representation of the arachnoid trabeculae was implemented with mechanical properties based on experimental data. The enhanced head model was assessed by re-creating 11 ex vivo head impact scenarios and comparing the simulation results with experimental data. The hyper-viscoelastic model faithfully captured mechanical properties of the brain tissue in three modes of loading and multiple strain rates. The enhanced head model showed a high level of biofidelity in all re-created impacts in part due to the improved brain-skull interface associated with implementation of the arachnoid trabeculae. The enhanced head model provides an improved predictive capability with material properties based on tissue level data and is positioned to investigate head injury and tissue damage in the future.

Biomechanical Response of Head Surrogate With and Without the Helmet

Measurements of brain deformations under injurious loading scenarios are actively sought. In this work, we report experimentally measured head kinematics and corresponding dynamic, two-dimensional brain simulant deformations in head surrogates under a blunt impact, with and without a helmet. Head surrogates used in this work consisted of skin, skull, dura, falx, tentorium, and brain stimulants. The head surrogate geometry was based on the global human body models consortium's head model. A base head surrogate consisting of skin-skull-brain was considered. In addition, the response of two other head surrogates, skin-skull-dura-brain, and skin-skull-dura-brain-falx-tentorium, was investigated. Head surrogate response was studied for sagittal and coronal plane rotations for impactor velocities of 1 and 3 m/s. Response of head surrogates was compared against strain measurements in PMHS. The strain pattern in the brain simulant was heterogenous, and peak strains were established within ∼30 ms. The choice of head surrogate affect the spatiotemporal evolution of strain. For no helmet case, peak MPS of ∼50-60% and peak MSS of ∼35-50% were seen in brain simulant corresponding to peak rotational accelerations of ∼5000-7000 rad/s2. Peak head kinematics and peak MPS have been reduced by up to 75% and 45%, respectively, with the conventional helmet and by up to 90% and 85%, respectively, with the helmet with antirotational pads. Overall, these results provide important, new data on brain simulant strains under a variety of loading scenarios-with and without the helmets.

Development of a biofidelic computational model of human pelvis for predicting biomechanical responses and pelvic fractures

BACKGROUND AND OBJECTIVE

The pelvis, a crucial structure for human locomotion, is susceptible to injuries resulting in significant morbidity and disability. This study aims to introduce and validate a biofidelic computational pelvis model, enhancing our understanding of pelvis injury mechanisms under lateral loading conditions.

METHODS

The Finite Element (FE) pelvic model, representing a mid-sized male, was developed with variable cortical thickness in pelvis bones. Material properties were determined through a synthesis of existing constitutive models, parametric studies, and multiple validations. Comprehensive validation included various tests, such as load-displacement assessments of sacroiliac joints, quasi-static and dynamic lateral compression on the acetabulum, dynamic side impacts on the acetabulum and iliac wing using defleshed pelvis, and lateral impacts by a rigid plate on the full body's pelvis region.

RESULTS

Simulation results demonstrated a reasonable correlation between the pelvis model's overall response and cadaveric testing data. Predicted fracture patterns of the isolated pelvis exhibited fair agreement with experimental results.

CONCLUSIONS

This study introduces a credible computational model, providing valuable biomechanical insights into the pelvis' response under diverse lateral loading conditions and fracture patterns. The work establishes a robust framework for developing and enhancing the biofidelity of pelvis FE models through a multi-level validation approach, stimulating further research in modeling, validation, and experimental studies related to pelvic injuries. The findings are expected to offer critical perspectives for predicting, preventing, and mitigating pelvic injuries from vehicular accidents, contributing to advancements in clinical research on medical treatments for pelvic fractures.

Modular incorporation of deformable spine and 3D neck musculature into a simplified human body finite element model

Spinal injuries are a concern for automotive applications, requiring large parametric studies to understand spinal injury mechanisms under complex loading conditions. Finite element computational human body models (e.g. Global Human Body Models Consortium (GHBMC) models) can be used to identify spinal injury mechanisms. However, the existing GHBMC detailed models (with high computational time) or GHBMC simplified models (lacking vertebral fracture prediction capabilities) are not ideal for studying spinal injury mechanisms in large parametric studies. To overcome these limitations, a modular 50th percentile male simplified occupant model combining advantages of both the simplified and detailed models, M50-OS + DeformSpine, was developed by incorporating the deformable spine and 3D neck musculature from the detailed GHBMC model M50-O (v6.0) into the simplified GHBMC model M50-OS (v2.3). This new modular model was validated against post-mortem human subject test data in four rigid hub impactor tests and two frontal impact sled tests. The M50-OS + DeformSpine model showed good agreement with experimental test data with an average CORrelation and Analysis (CORA) score of 0.82 for the hub impact tests and 0.75 for the sled impact tests. CORA scores were statistically similar overall between the M50-OS + DeformSpine (0.79 ± 0.11), M50-OS (0.79 ± 0.11), and M50-O (0.82 ± 0.11) models (p > 0.05). This new model is computationally 6 times faster than the detailed M50-O model, with added spinal injury prediction capabilities over the simplified M50-OS model.

Thoughts and perspectives on biomechanical numerical models under impacts: Are women forgotten from research?

The present paper explores a series of articles in the literature which deal with impact biomechanics of the head and thorax/abdomen segments, investigating the "sex specific properties/data" used in the studies. Statements in these studies are analyzed and point out, the use of male or female subjects for the developments of finite element models and their validation against experimental data. The present analysis raises the question about "androcentrism," and how biomechanical engineering findings and the design of the derived protecting devices are focused on male subjects.

Development and preliminary validation of computationally efficient and detailed 50th percentile female human body models

OBJECTIVE

No vehicle testing standard (physical or computational) employs a mid-sized female human surrogate, despite discrepancies related to injury outcomes for female occupants amongst all vehicle users. We detail the design and preliminary validation of 50th percentile female (F50) computational human body models (HBMs) based on Global Human Body Models Consortium (GHBMC) models.

METHOD

Data for the target geometry was collected as part of the initial generation of GHBMC models. Imaging, surface data, and 15 anthropomorphic measures from a living female subject (60.8 kg and 1.61 m) served as the baseline for model development. Due to the role rib cage geometry plays in biomechanical loading, rib cage morphology from secondary retrospective data was leveraged to identify an average female rib cage based on gross anatomical features. A female rib cage was selected from an existing dataset closest to the mean depth, height, and width of the set, considering only those aged 20 - 50 years. The selected subject among this secondary set also exhibited a 7th rib angle and sternum angle within 5% of the mean measurements, and within the range of previously reported studies. The GHBMC 5th percentile, small female detailed (high biofidelity) and simplified (computationally efficient) models were morphed to match the F50 subject body surface, selected bones, and mean rib cage using established thin plate spline techniques. The models were validated vs. previously published literature studies with an emphasis on rib cage response. Model data was compared to 47 channels of experimental data across four biomechanical hub simulations, two sled test simulations (one of which included all female PMHS), and two robustness simulations to test stability. Model results were mass scaled to the average of the reported corridors. Objective evaluation was conducted using CORA. IRB approval was obtained for all prospective and retrospective data collected or used. The target rib cage was selected from retrospective image data used in prior studies (n = 339 chest CT scans).

RESULTS

The morphed HBMs closely matched the target geometry. The detailed and simplified models had masses and element counts of 61.2 kg and 61.8 kg, and 2.8 million and 0.3 million, respectively. The mass difference is due to a coarser mesh in the simplified model. The simplified model ran 23 times faster than the detailed model on the same hardware. Each model exhibited stability in robustness tests, and the average CORA scores were 0.80 and 0.72 in the detailed and simplified models, respectively. The models performed well in frontal impacts against PMHS corridors after mass scaling.

CONCLUSIONS

Numerous recent studies underscore poorer injury outcomes for female vehicle occupants compared to males. While such outcomes are multifactorial, the average female models introduced in this work offer a novel tool within a widely used family of HBMs to reduce the outcome gap in terms of injury for all drivers. HBMs can be deployed in safety studies or in future regulatory requirements faster and more economically than a resized or newly designed ATDs aimed at the same target population.

Effect of muscle activation scheme in human head-neck model on estimating cervical spine ligament strain from military volunteer frontal impact data

Cervical spine (c-spine) injuries are a common injury during automobile crashes. The objective of this study is to verify an existing head-neck (HN) finite element model with military volunteer frontal impact kinematics by varying the muscle activation scheme from previous literature. Proper muscle activation will allow for accurate percent elongation (strain) of the c-spine ligaments and will serve to establish ligamentous response during non-injury frontal impacts. Previous human research volunteer (HRV) frontal impact sled tests reported kinematic data that served as the input for HN model simulation. Peak sled acceleration (PSA) was varied between 10G and 30G for HRVs. Muscle activation was shifted to begin at 0 ms at start of impact to allow for proper muscle contraction in the HN model. Then, extensor muscle activation magnitude was varied between 20 and 100% to determine the proper activation necessary to match kinematic outputs from the model with experimental results. The model was validated against 10G test recorded response. Ligament strain was measured from multiple ligaments along the c-spine once the model was verified. The 40% activated extensor muscle scheme was deemed the most biofidelic, with CORA scores of 0.743 and 0.686 for head X linear acceleration and angular Y acceleration for 10G pulse. All PSA groups scored well with this muscle activation. Most ligaments were buffered well by the active simulation, with only the interspinous ligament nearing physiologic injury. With the HN model verified against additional kinematic data, simulations with higher accelerations to predict areas of injury in real life crash scenarios are possible.

Cross-sectional properties of rib geometry from an adult population

Introduction: Human body models (HBMs) play a key role in improving modern vehicle safety systems to protect broad populations. However, their geometry is commonly derived from single individuals chosen to meet global anthropometric targets, thus their internal anatomy may not fully represent the HBM's target demographic. Past studies show sixth rib cross-sectional geometry differences between HBM ribs and population-derived ribs, and corrections to HBM ribs based on these data have improved HBM's abilities to predict rib fracture locations. Methods: We measure and report average and standard deviations (SDs) in rib cross-sectional geometric properties derived from live subject CT scans of 240 adults aged 18-90. Male and female results are given as functions of rib number and rib lengthwise position for ribs 2 through 11. Population means/SDs are reported for measures of rib total area, rib cortical bone area, and rib endosteal area, as well as inertial moment properties of these rib sections. These population corridors are compared between males and females, and against the baseline rib geometries defined in six current HBMs. Results: Total cross-sectional area results found average males ribs to be larger than those of females by between approximately 1-2 SDs depending on rib number and position, and larger in cortical bone cross-sectional area by between 0-1 SDs. Inertial moment ratios showed female ribs being between approximately 0-1 SDs more elongated than male ribs, dependent again on rib number and position. Rib cross-sectional areas from 5 of the 6 HBMs were found to be overly large along substantial portions of most ribs when compared to average population corridors. Similarly, rib aspect ratios in HBMs deviated from average population data by up to 3 SDs in regions towards sternal rib ends. Discussion: Overall, while most HBMs capture overall trends such as reductions in cross-section along shaft lengths, many also exhibit local variation that deviates from population trends. This study's results provide the first reference values for assessing the cross-sectional geometry of human ribs across a wide range of rib levels. Results also further provide clear guidelines to improve rib geometry definitions present in current HBMs in order to better represent their target demographic.

Spinal Cord Boundary Conditions Affect Brain Tissue Strains in Impact Simulations

Brain and spinal cord injuries have devastating consequences on quality of life but are challenging to assess experimentally due to the traumatic nature of such injuries. Finite element human body models (HBM) have been developed to investigate injury but are limited by a lack of biofidelic spinal cord implementation. In many HBM, brain models terminate with a fixed boundary condition at the brain stem. The goals of this study were to implement a comprehensive representation of the spinal cord into a contemporary head and neck HBM, and quantify the effect of the spinal cord on brain deformation during simulated impacts. Spinal cord tissue geometries were developed, based on 3D medical imaging and literature data, meshed, and implemented into the GHBMC 50th percentile male model. The model was evaluated in frontal, lateral, rear, and oblique impact conditions, and the resulting maximum principal strains in the brain tissue were compared, with and without the spinal cord. A new cumulative strain curve metric was proposed to quantify brain strain distribution. Presence of the spinal cord increased brain tissue strains in all simulated cases, owing to a more compliant boundary condition, highlighting the importance of the spinal cord to assess brain response during impact.

Mapping the knowledge of traffic collision Reconstruction: A scientometric analysis in CiteSpace, VOSviewer, and SciMAT

Traffic collisions are incidents with high fatality rate which generate billions of US dollars of loss worldwide each year. Post-collision scene reconstruction, which involves knowledge of multiple disciplines, is an important approach to restore the traffic collision and infer the cause of it. This paper uses software CiteSpace, VOSviewer, and SciMAT to conduct a visualization study of knowledge mapping on the literature of traffic collision scene reconstruction from 2001 to 2021 based on the Web of Science database. Knowledge mapping is a cutting-edge research method in scientometric, which has been widely applied in medicine and informatics. Compared with traditional literature review, knowledge mapping with visual techniques identifies hot keywords and key literature in the field more scientifically, and displays them in schematic diagrams intuitively which allows to further predict potential hotspots. A total of 803 original papers are retrieved to analyze and discuss the evolution of the field in the past 20 years, from macro to micro, in term of background information, popular themes, and knowledge structure. Results indicate the number of publications in this field is limited, and collaborations among authors and among institutions are insufficient. In the meantime, mappings imply the top three hot themes being scene reconstruction, computer technology, and injuries. The introduction of AI related technologies, such as neural networks and genetic algorithms, into collision reconstruction would be a potential research direction.

Simulated Astronaut Kinematics and Injury Risk for Piloted Lunar Landings and Launches While Standing

During future lunar missions, astronauts may be required to pilot vehicles while standing, and the associated kinematic and injury response is not well understood. In this study, we used human body modeling to predict unsuited astronaut kinematics and injury risk for piloted lunar launches and landings in the standing posture. Three pulses (2-5 g; 10-150 ms rise times) were applied in 10 directions (vertical; ± 10-degree offsets) for a total of 30 simulations. Across all simulations, motion envelopes were computed to quantify displacement of the astronaut's head (max 9.0 cm forward, 7.0 cm backward, 2.1 cm upward, 7.3 cm downward, 2.4 cm lateral) and arms (max 25 cm forward, 35 cm backward, 15 cm upward, 20 cm downward, 20 cm lateral). All head, neck, lumbar, and lower extremity injury metrics were within NASA's tolerance limits, except tibia compression forces (0-1543 N upper tibia; 0-1482 N lower tibia; tolerance-1350 N) and revised tibia index (0.04-0.58 upper tibia; 0.03-0.48 lower tibia; tolerance-0.43) for the 2.7 g/150 ms pulse. Pulse magnitude and duration contributed over 80% to the injury metric values, whereas loading direction contributed less than 3%. Overall, these simulations suggest piloting a lunar lander vehicle in the standing posture presents a tibia injury risk which is potentially outside NASA's acceptance limits and warrants further investigation.

Morphometry of lumbar muscles in the seated posture with weight-bearing MR scans

Conventional imaging studies of human spine are done in a supine posture in which the axial loading of the spine is not considered. Upright images better reveal the interrelationships between the various internal structures of the spine. The objective of the current study is to determine the cross-sectional areas, radii, and angulations of the psoas, erector spinae, and multifidus muscles of the lumbar spine in the sitting posture. Ten young (mean age 31 ± 4.8 years) asymptomatic female subjects were enrolled. They were seated in an erect posture and weight-bearing T1 and T2 MRIs were obtained. Cross-sectional areas, radii, and angulations of the muscles were measured from L1-L5. Two observers repeated all the measurements for all parameters, and reliability was determined using the inter- and intra-class coefficients. The Pearson product moment correlation was used for association between levels, while level differences were used using a linear regression model. The cross-sectional areas of the psoas and multifidus muscles increased from L1 to L5 (1.9 ± 1.1 to 12.1 ± 2.5 cm2 and 1.8 ± 0.3 to 5.7 ± 1.4 cm2). The cross-sectional area of the erector spinae was greatest at the midlevel (13.9 ± 2.2 cm2) and it decreased in both directions. For the angle, the range for psoas muscles was 75-105°, erector spinae were 39-46° and multifidus was 11-19°. Correlations magnitudes were inconsistent between levels and muscle types. These quantitated data improve our understanding of the geometrical properties in the sitting posture. The weight-bearing MRI-quantified morphometrics of human lumbar spine muscles from this study can be used in biomechanical models for predicting loads on spinal joints under physiological and traumatic situations.

Hello, world! VIVA+: A human body model lineup to evaluate sex-differences in crash protection

Finite element Human Body Models are increasingly becoming vital tools for injury assessment and are expected to play an important role in virtual vehicle safety testing. With the aim of realizing models to study sex-differences seen in the injury- and fatality-risks from epidemiology, we developed models that represent an average female and an average male. The models were developed with an objective to allow tissue-based skeletal injury assessment, and thus non-skeletal organs and joints were defined with simplified characterizations to enhance computational efficiency and robustness. The model lineup comprises female and male representations of (seated) vehicle occupants and (standing) vulnerable road users, enabling the safety assessment of broader segments of the road user population. In addition, a new workflow utilized in the model development is presented. In this workflow, one model (the seated female) served as the base model while all the other models were generated as closely-linked derivative models, differing only in terms of node coordinates and mass distribution. This approach opens new possibilities to develop and maintain further models as part of the model lineup, representing different types of road users to reflect the ongoing transitions in mobility patterns (like bicyclists and e-scooter users). In this paper, we evaluate the kinetic and kinematic responses of the occupant and standing models to blunt impacts, mainly on the torso, in different directions (front, lateral, and back). The front and lateral impacts to the thorax showed responses comparable to the experiments, while the back impact varied with the location of impact (T1 and T8). Abdomen bar impact showed a stiffer load-deflection response at higher intrusions beyond 40 mm, because of simplified representation of internal organs. The lateral shoulder impact responses were also slightly stiffer, presumably from the simplified shoulder joint definition. This paper is the first in a series describing the development and validation of the new Human Body Model lineup, VIVA+. With the inclusion of an average-sized female model as a standard model in the lineup, we seek to foster an equitable injury evaluation in future virtual safety assessments.

Development and Validation of a New Anisotropic Visco-Hyperelastic Human Head Finite Element Model Capable of Predicting Multiple Brain Injuries

This paper reports on the latest refinement of the Finite Element Global Human Body Models Consortium 50th percentile (GHBMC M50) adult male head model by the development and incorporation of a new material model into the white matter tissue of the brain. The white matter is represented by an anisotropic visco-hyperelastic material model capable of simulating direction-dependent response of the brain tissue to further improve the bio-fidelity and injury predictive capability of the model. The parameters representing the material were optimized by comparing model responses to seven experimentally reported strain responses of brains of postmortem human subjects (PMHS) subjected to head impact. The head model was subjected to rigorous validation against experimental data on force–deflection responses in the skull and face, intracranial pressure, and brain strain responses from over 34 PMHS head impact experiments. Crash-induced injury indices (CIIs) for facial bone fracture, skull fracture, cerebral contusion, acute subdural hematomas (ASDHs), and diffuse brain injury were developed by reconstructing 32 PMHS and real-world injury cases with the model. Model predicted maximum principal strain (MPS) and stress were determined as fracture CIIs for compact bone and spongy bones, respectively, in the skull and face. Brain responses in terms of MPS, MPS rates, and pressure distribution in injury producing experimental impacts were determined using the model and analyzed with logistic regression and survival analysis to develop CIIs for brain contusions, diffuse brain injuries, and ASDH. The statistical models using logistic regression and survival analysis showed high accuracy with area under the receiver operating curve greater than 0.8. Because of lack of sufficient moderate diffuse brain injury data, a statistical model was not created, but all indications are that the MPS rate is an essential brain response that discriminates between moderate and severe brain injuries. The authors stated that the current GHBMC M50 v.6.0 is an advanced tool for injury prediction and mitigation of injuries in automotive crashes, sports, recreational, and military environments.

Evaluation of Blast Simulation Methods for Modeling Blast Wave Interaction with Human Head

Blast induced traumatic brain injury (bTBI) research is crucial in asymmetric warfare. The finite element analysis is an attractive option to simulate the blast wave interaction with the head. The popular blast simulation methods are ConWep based pure Lagrangian, Arbitrary-Lagrangian-Eulerian, and Coupling method. This study examines the accuracy and efficiency of ConWep and Coupling methods in predicting the biomechanical response of the head. The simplified cylindrical, spherical surrogates and biofidelic human head models are subjected to field-relevant blast loads using these methods. The reflected overpressures at the surface and pressures inside the brain from the head models are qualitatively and quantitatively evaluated against the available experiments. Both methods capture the overall trends of experiments. Our results suggest that the accuracy of the ConWep method is mainly governed by the radius of curvature of the surrogate head. For the relatively smaller radius of curvature, such as cylindrical or spherical head surrogate, ConWep does not accurately capture decay of reflected blast overpressures and brain pressures. For the larger radius of curvature, such as the biofidelic human head, the predictions from ConWep match reasonably well with the experiment. For all the head surrogates considered, the reflected overpressure-time histories predicted by the Coupling method match reasonably well with the experiment. Coupling method uniquely captures the shadowing and union of shock waves governed by the geometry driven flow dynamics around the head. Overall, these findings will assist the bTBI modeling community to judiciously select an objective-driven modeling methodology.

Sex, Age and Stature Affects Neck Biomechanical Responses in Frontal and Rear Impacts Assessed Using Finite Element Head and Neck Models

The increased incidence of injury demonstrated in epidemiological data for the elderly population, and females compared to males, has not been fully understood in the context of the biomechanical response to impact. A contributing factor to these differences in injury risk could be the variation in geometry between young and aged persons and between males and females. In this study, a new methodology, coupling a CAD and a repositioning software, was developed to reposture an existing Finite element neck while retaining a high level of mesh quality. A 5th percentile female aged neck model (F05_75YO) and a 50th percentile male aged neck model (M50_75YO) were developed from existing young (F05_26YO and M50_26YO) neck models (Global Human Body Models Consortium v5.1). The aged neck models included an increased cervical lordosis and an increase in the facet joint angles, as reported in the literature. The young and the aged models were simulated in frontal (2, 8, and 15 g) and rear (3, 7, and 10 g) impacts. The responses were compared using head and relative facet joint kinematics, and nominal intervertebral disc shear strain. In general, the aged models predicted higher tissue deformations, although the head kinematics were similar for all models. In the frontal impact, only the M50_75YO model predicted hard tissue failure, attributed to the combined effect of the more anteriorly located head with age, when compared to the M50_26YO, and greater neck length relative to the female models. In the rear impacts, the F05_75YO model predicted higher relative facet joint shear compared to the F05_26YO, and higher relative facet joint rotation and nominal intervertebral disc strain compared to the M50_75YO. When comparing the male models, the relative facet joint kinematics predicted by the M50_26YO and M50_75YO were similar. The contrast in response between the male and female models in the rear impacts was attributed to the higher lordosis and facet angle in females compared to males. Epidemiological data reported that females were more likely to sustain Whiplash Associated Disorders in rear impacts compared to males, and that injury risk increases with age, in agreement with the findings in the present study. This study demonstrated that, although the increased lordosis and facet angle did not affect the head kinematics, changes at the tissue level were considerable (e.g., 26% higher relative facet shear in the female neck compared to the male, for rear impact) and relatable to the epidemiology. Future work will investigate tissue damage and failure through the incorporation of aged material properties and muscle activation.

Effect of body size and enhanced helmet systems on risk for motorsport drivers

OBJECTIVE

Computational modeling has been shown to be a useful tool for simulating representative motorsport impacts and analyzing data for relative injury risk assessment. Previous studies have used computational modeling to analyze the probability of injury in specific regions of a 50th percentile male driver. However, NASCAR drivers can represent a large range in terms of size and female drivers are becoming increasingly more common in the sport. Additionally, motorsport helmets can be outfitted with external attachments, or enhanced helmet systems (EHS), whose effect is unknown relative to head and neck kinematics. The current study expands on this previous work by incorporating the F05-OS and M95-OS into the motorsport environment in order to determine correlations between metrics and factors such as PDOF, resultant ΔV occupant size, and EHS.

METHODS

A multi-step computational process was used to integrate the Global Human Body Models Consortium family of simplified occupant models into a motorsport environment. This family included the 5th percentile female (F05-OS), 50th percentile male (M50-OS), and 95th percentile male (M95-OS), which provide a representative range for the size and sex of drivers seen in NASCAR's racing series'. A series of 45 representative impacts, developed from real-world crash data, and set of observed on-track severe impacts were conducted with these models. These impacts were run in triplicate for three helmet configurations: bare helmet, helmet with visor, helmet with visor and camera. This resulted in 450 total simulations. A paired t-test was initially performed as an exploratory analysis to study the effect of helmet configuration on 10 head and neck injury metrics. A mixed-effects model with unstructured covariance matrix was then utilized to correlate the effect between five independent variables (resultant ΔV, body size, helmet configuration, impact quadrant, and steering wheel position) and a selection of 25 metrics. All simulations were conducted in LS-Dyna R. 9.1.

RESULTS

Risk estimates from the M50-OS with bare helmet were used as reference values to determine the effect of body size and helmet configuration. The paired t-test found significance for helmet configuration in select head-neck metrics, but the relative increase in these metrics was low and not likely to increase injury risk. The mixed-effects model analyzed statistical relationships across multiple types of variables. Within the mixed-effects model, no significance was found between helmet configuration and metrics. The greatest effect was found from resultant ΔV, body size, and impact quadrant.

CONCLUSIONS

Overall, smaller drivers showed statistically significant reductions in injury metrics, while larger drivers showed statistically significant increases. Lateral impacts showed the greatest effect on neck metrics and, on average, showed decreases for head metrics related to linear acceleration and increases for head metrics related to angular velocity. HBM parametric studies such as this may provide an avenue to assist injury detection for motorsport incidents, improve triage effectiveness, and assist in the development of safety standards.

Development and multi-level validation of a computational model to predict traumatic aortic injury

Traumatic aortic injury (TAI) is one of the leading causes of fatalities in blunt impact. However, there is no consensus on the injury mechanism of TAI in traffic accidents, mainly due to the complexity of occurrence scenarios and limited real-world crash data relevant to TAI. In this study, a computational model of the aorta with nonlinear mechanical characteristics and accurate morphology was developed and integrated within a thorax finite element model that included all major anatomical structures. To maximize the model's capability for predicting TAI, a multi-level process was presented to validate the model comprehensively. At the component level, the in vitro aortic pressurization testing was simulated to mimic the aortic burst pressure. Then, a sled test of a truncated cadaver was modeled to evaluate aorta response under posterior acceleration. The frontal chest pendulum impact was utilized to validate the performance of the aorta within full body model under direct chest compression. A parametric study was implemented to determine an injury tolerance for the aorta under these different loading conditions. The simulated peak pressure before aortic rupture was within the range of the experimental burst pressure. For the sled test, the simulated chest deflection and cross-sectional pressure of the aorta were correlated with the experimental measurement. No aorta injury was observed in simulated results of both sled test and chest pendulum impact, which matched the experimental findings. The present model will be a useful tool for understanding the TAI mechanisms, evaluating injury tolerance, and developing prevention strategies for aortic injuries.

Predicting pelvis geometry using a morphometric model with overall anthropometric variables

Pelvic fractures have been identified as the second most common AIS2+ injury in motor vehicle crashes, with the highest early mortality rate compared to other orthopaedic injuries. Further, the risk is associated with occupant sex, age, stature and body mass index (BMI). In this study, clinical pelvic CT scans from 132 adults (75 females, 57 males) were extracted from a patient database. The population shape variance in pelvis bone geometry was studied by Sparse Principal Component Analysis (SPCA) and a morphometric model was developed by multivariate linear regression using overall anthropometric variables (sex, age, stature, BMI). In the analysis, SPCA identified 15 principal components (PCs) describing 83.6% of the shape variations. Eight of these were significantly captured (α < 0.05) by the morphometric model, which predicted 29% of the total variance in pelvis geometry. The overall anthropometric variables were significantly related to geometrical features primarily in the inferior-anterior regions while being unable to significantly capture local sacrum features, shape and position of ASIS and lateral tilt of the iliac wings. In conclusion, a new detailed morphometric model of the pelvis bone demonstrated that overall anthropometric variables account for only 29% of the variance in pelvis geometry. Furthermore, variations in the superior-anterior region of the pelvis, with which the lap belt is intended to interact, were not captured. Depending on the scenario, shape variations not captured by overall anthropometry could have important implications for injury prediction in traffic safety analysis.

Evaluation and Validation of Thorax Model Responses: A Hierarchical Approach to Achieve High Biofidelity for Thoracic Musculoskeletal System

As one of the most frequently occurring injuries, thoracic trauma is a significant public health burden occurring in road traffic crashes, sports accidents, and military events. The biomechanics of the human thorax under impact loading can be investigated by computational finite element (FE) models, which are capable of predicting complex thoracic responses and injury outcomes quantitatively. One of the key challenges for developing a biofidelic FE model involves model evaluation and validation. In this work, the biofidelity of a mid-sized male thorax model has been evaluated and enhanced by a multi-level, hierarchical strategy of validation, focusing on injury characteristics, and model improvement of the thoracic musculoskeletal system. At the component level, the biomechanical responses of several major thoracic load-bearing structures were validated against different relevant experimental cases in the literature, including the thoracic intervertebral joints, costovertebral joints, clavicle, sternum, and costal cartilages. As an example, the thoracic spine was improved by accurate representation of the components, material properties, and ligament failure features at tissue level then validated based on the quasi-static response at the segment level, flexion bending response at the functional spinal unit level, and extension angle of the whole thoracic spine. At ribcage and full thorax levels, the thorax model with validated bony components was evaluated by a series of experimental testing cases. The validation responses were rated above 0.76, as assessed by the CORA evaluation system, indicating the model exhibited overall good biofidelity. At both component and full thorax levels, the model showed good computational stability, and reasonable agreement with the experimental data both qualitatively and quantitatively. It is expected that our validated thorax model can predict thorax behavior with high biofidelity to assess injury risk and investigate injury mechanisms of the thoracic musculoskeletal system in various impact scenarios. The relevant validation cases established in this study shall be directly used for future evaluation of other thorax models, and the validation approach and process presented here may provide an insightful framework toward multi-level validating of human body models.

Development and Application of Digital Human Models in the Field of Vehicle Collisions: A Review

In the human-vehicle-road system of collisions, the human is the most important factor, and digital human models (DHMs) are developed with the aim of preventing or at least reducing human injury. Because most of the relevant literature is focused mainly on collisions in traffic accidents (TAs), only some of the literature reviewed in this paper involves research results on other aspects of collisions. In this review, based on the background of DHMs and the application of DHMs regarding human injury biomechanics in collisions field, research results regarding the development of DHMs are described, the methods for verifying such models are introduced, and the application of the research results is discussed based on the aspect of human injury biomechanics. From the research literature, the development and validation of DHMs and their application in human injury biomechanics are summarized, and future research trends are proposed and discussed.

Blunt injury of liver: mechanical response of porcine liver in experimental impact test

OBJECTIVE

The liver is frequently injured in blunt abdominal trauma caused by road traffic accidents. The testing of safety performance of vehicles, e.g. belt usage, head support, seat shape, or air bag shape, material, pressure and reaction, could lead to reduction of the injury seriousness. Current trends in safety testing include development of accurate computational human body models (HBMs) based on the anatomical, morphological, and mechanical behavior of tissues under high strain.

APPROACH

The aim of this study was to describe the internal pressure changes within porcine liver, the severity of liver injury and the relation between the porcine liver microstructure and rupture propagation in an experimental impact test. Porcine liver specimens (n = 24) were uniformly compressed using a drop tower technique and four impact heights (200, 300, 400 and 500 mm; corresponding velocities: 1.72, 2.17, 2.54 and 2.88 m s^-1). The changes in intravascular pressure were measured via catheters placed in portal vein and caudate vena cava. The induced injuries were analyzed on the macroscopic level according to AAST grade and AIS severity. Rupture propagation with respect to liver microstructure was analyzed using stereological methods.

MAIN RESULTS

Macroscopic ruptures affected mostly the interface between connective tissue surrounding big vessels and liver parenchyma. Histological analysis revealed that the ruptures avoided reticular fibers and interlobular septa made of connective tissue on the microscopic level.

SIGNIFICANCE

The present findings can be used for evaluation of HBMs of liver behavior in impact situations.

PERSONALIZED CUSTOMIZATION METHOD OF HYBRID HUMAN MODEL FOR PEDESTRIAN-VEHICLE ACCIDENT RECONSTRUCTION

Traffic accident reconstruction is a reverse dynamic problem, which requires hundreds of iterations to reconstruct the whole process of accident. However, in current pedestrian-vehicle accident reconstructions, it is difficult to quickly establish a pedestrian model based on specific cases, and it is hard to solve the contradiction between calculation accuracy and calculation time. In this paper, a personalized pedestrian customization method is proposed. First, the pedestrian structure is divided into independent modules according to obvious bony markers. For each independent module, multi-body (MB) model and finite element (FE) model are established, respectively. Then the appropriate modules are selected to form the whole hybrid pedestrian model. This method can customize the structure of pedestrian model according to the injury characteristics of pedestrians in specific accidents, and customize the parameters of pedestrian model according to the height and weight of pedestrians. The impact simulation tests are carried out on hybrid pedestrian models to verify the reliability of the models. The proposed method can effectively improve the modeling efficiency of pedestrian models and the reconstruction quality of pedestrian traffic accidents.

A Method to Use Kriging With Large Sets of Control Points to Morph Finite Element Models of the Human Body

As developing finite element (FE) human body models for automotive impact is a time-consuming process, morphing using interpolation methods such as kriging has often been used to rapidly generate models of different shapes and sizes. Kriging can be computationally expensive when many control points (CPs) are used, i.e., for very detailed target geometry (e.g., shape of bones and skin). It can also lead to element quality issues (up to inverted elements) preventing the use of the morphed models for finite element simulation. This paper presents a workflow combining iterative subsampling and spatial subdivision methodology that effectively reduces the computational costs and allows for the generation of usable models through kriging with hundreds of thousands of control points. As subdivision introduces discontinuities in the interpolation function that can cause distortion of elements on the boundaries of individual subdivision areas, algorithms for smoothing the interpolation over those boundaries are proposed and compared. Those techniques and their combinations were tested and evaluated in a scenario of mass change on the detailed 50th percentile male model of the global human body models consortium (GHBMC): the model, which has body mass index (BMI) 25.34, was morphed toward a statistical surface model of a person with body mass index 20, 22.7 and 35. 234 777 control points were used to successfully morph the model in less than 15 min on an office PC. Open source implementation is provided.

Multilevel Validation of a Male Neck Finite Element Model With Active Musculature

Computational models of the human neck have been developed to assess human response in impact scenarios; however, the assessment and validation of such models is often limited to a small number of experimental data sets despite being used to evaluate the efficacy of safety systems and potential for injury risk in motor vehicle collisions. In this study, a full neck model (NM) with active musculature was developed from previously validated motion segment models of the cervical spine. Tissue mechanical properties were implemented from experimental studies, and were not calibrated. The neck model was assessed with experimental studies at three levels of increasing complexity: ligamentous cervical spine in axial rotation, axial tension, frontal impact, and rear impact; postmortem human subject (PMHS) rear sled impact; and human volunteer frontal and lateral sled tests using an open-loop muscle control strategy. The neck model demonstrated good correlation with the experiments ranging from quasi-static to dynamic, assessed using kinematics, kinetics, and tissue-level response. The contributions of soft tissues, neck curvature, and muscle activation were associated with higher stiffness neck response, particularly for low severity frontal impact. Experiments presenting single-value data limited assessment of the model, while complete load history data and cross-correlation enabled improved evaluation of the model over the full loading history. Tissue-level metrics demonstrated higher variability and therefore lower correlation relative to gross kinematics, and also demonstrated a dependence on the local tissue geometry. Thus, it is critical to assess models at the gross kinematic and the tissue levels.

Comparison of Neck Injury Criteria Values Across Human Body Models of Varying Complexity

Due to the severity and frequency of cervical spine injuries, the neck injury criterion (Nij) was developed to provide a quantitative relationship between forces and moments of the upper neck with accompanied injury risk. The present study was undertaken to evaluate differences in calculated Nij for the Global Human Body Model Consortium's detailed and simplified average 50th percentile male models. The simplified model is a computationally light version of the more detailed model and therefore it is of interest to achieve similar Nij values between the two models. These models were compared in 15 match paired conditions of rigid head impact and a mixture of seven full body rigid hub and sled pulses, for 44 total simulations. Collectively, Nij values of the simplified model were found to exhibit a second-degree polynomial fit, allowing for a conversion to the prediction of the detailed model. Correlates were also derived for impact and inertial loading cases individually, for which the latter may be the subject of future work. The differences in Nij may be attributed to a variety of modeling approach differences related to neck muscles (attachment location and morphometric implementation), localization of head mass within the M50-OS, head geometry, and intervertebral joint space properties. With a primary focus on configurations in the anterior-posterior direction, there is a potential limitation in extensibility to lateral loading cases. In response to the relatively low Nij values exhibited, future work should evaluate the appropriateness of the established critical intercepts of Nij for computational human body models.

Evaluation of finite element human body models for use in a standardized protocol for pedestrian safety assessment

Objective: Finite element human body models (HBMs) must be certified for use within the EuroNCAP pedestrian safety assessment protocol. We demonstrate that the Global Human Body Model Consortium (GHBMC) simplified pedestrian series of HBMs meet all criteria set forth in Technical Bulletin (TB) 024 (v 1.1 Jan. 2019) for model certification. We further explore variation in head contact time (HIT) and location by HBM size and impact speed across 48 full body impact simulations.Methods: The EuroNCAP Pedestrian Protocol (v. 8.5, Oct. 2018) assesses the overall safety of adult and child pedestrians by outlining a variety of physical tests and finite element simulations using HBMs. These tests are designed to assess the efficacy of vehicle safety technology such as active bonnets. The 50th percentile male simplified pedestrian model (M50-PS, H:175 cm, W:74.5 kg), six-year-old (6YO-PS, H:117 cm, W:23.4 kg), 5th percentile female (F05-PS, H:150 cm, W:50.7 kg), and 95th percentile male (M95-PS, H:190 cm, W:102 kg) were simulated through the suite of cases totaling 48 simulations (12 each). The process gathers three kinematic trajectories and contact force data from designated anatomical locations. The impacting vehicles include a family car (FCR), multi-purpose vehicle (MPV), roadster (RDS), and sports utility vehicle (SUV), all provided by TU Graz, Vehicle Safety Institute as part of the Coherent Project, each simulated at 30 kph, 40 kph, and 50 kph. Each simulation underwent a 23-point pre-simulation check and post-simulation model response comparison. The posture of all HBMs met criteria consisting of 15 measures. All simulations were conducted in LS-Dyna R. 7.1.2.Results and Conclusions: All simulations normal terminated. For each of the simulations, sagittal plane coordinate histories of the center of the head, 12th thoracic vertebrae, and center of acetabulum were compared with standard corridors and did not exceed the tolerance of 50 mm deviation. Head contact time was also compared with the reference values and did not exceed the tolerance interval of +3.5% and -7%. Comparison of contact forces was required for monitoring purposes only. The head contact time of the models for each simulation was recorded and compared by model size, impact speed, and vehicle geometry. Head contact times varied by roughly 3-fold, were lowest for the child model, and showed the greatest sensitivity for the tallest stature model (M95-PS). As stated in the certification process, other body sizes within a model family qualify for certification if the 50th percentile male model passes, provided that model sizes meet the required posture.

Regional maps of rib cortical bone thickness and cross-sectional geometry

Here we present detailed regional bone thickness and cross-sectional measurements from full adult ribs using high resolution CT scans processed with a cortical bone mapping technique. Sixth ribs from 33 subjects ranging from 24 to 99 years of age were used to produce average cortical bone thickness maps and to provide average ± 1SD corridors for expected cross-section properties (cross-sectional areas and inertial moments) as a function of rib length. Results obtained from CT data were validated at specific rib locations using direct measurements from cut sections. Individual thickness measurements from CT had an accuracy (mean error) and precision (SD error) of -0.013 ± 0.167 mm (R² coefficient of determination of 0.84). CT-based measurement errors for rib cross-sectional geometry were -0.1 ± 13.1% (cortical bone cross-sectional area) and 4.7 ± 1.8% (total cross-sectional area). Rib cortical bone thickness maps show the expected regional variation across a typical rib's surface. The local mid-rib maxima in cortical thickness along the pleural rib aspect ranged from range 0.9 to 2.6 mm across the study population with an average map maximum of 1.4 mm. Along the cutaneous aspect, rib cortical bone thickness ranged from 0.7 to 1.9 mm with an average map thickness of 0.9 mm. Average cross-sectional properties show a steady reduction in total cortical bone area from 10% along the rib's length through to the sternal end, whereas overall cross-sectional area remains relatively constant along the majority of the rib's length before rising steeply towards the sternal end. On average, male ribs contained more cortical bone within a given cross-section than was seen for female ribs. Importantly, however, this difference was driven by male ribs having larger overall cross-sectional areas, rather than by sex differences in the bone thickness observed at specific local cortex sites. The cortical bone thickness results here can be used directly to improve the accuracy of current human body and rib models. Furthermore, the measurement corridors obtained from adult subjects across a wide age range can be used to validate future measurements from more widely available image sources such as clinical CT where gold standard reference measures (e.g. such as direct measurements obtained from cut sections) are otherwise unobtainable.

Review of average sized male and female occupant models in European regulatory safety assessment tests and European laws: Gaps and bridging suggestions

There are two parts to the aim of this study. The first part comprised reviewing how men and women are represented in regulatory tests conducted to assess adult occupant safety in vehicles in Europe. This part also contains an overview of some differences between females and males that may influence dynamic responses in a crash. Based on the results of the review an outline for how to better represent the adult population in regulatory tests has been suggested. The second part was to reflect on these issues from a specific critical legal perspective, that is from a Gender Legal Studies point of view, focusing on the European legal framework that governs the tests of adult occupant safety in vehicles in Europe. Since the beginning of the 1970s legal scholars have shown in several areas of law that there is a gap between superior legislation and practice, but also between gender equality as a superior legal principle and subordinate legal rules that govern safety requirements. The same pattern can be discerned in the area of Transportation Law. The results of the review of the ECE regulations shows that the average sized male represents the adult population and that the average sized female has been excluded from regulations assessing the protection of adult vehicle occupants. The fundamental values, on which the Union is founded, including the overarching goals of the Union, seem to be rendered invisible in the laws and critically impact the safety of women in everyday life. According to the gender system theory, the interests and priorities of men are continuing to shape the law. Consequently, the law neglecting the safety of women on roads has implications on the development of society. The lack of legal provisions that demand female crash test dummies representing the female part of the population, means that there is no incentive for car manufacturers, authorities or other stakeholders to develop test methods and female crash test dummies in ways that promote political objectives expressed in legal form, i.e., the legal values expressed in general provisions and principles stated in the Treaty on European Union and the Treaty on the Functioning of the European Union, such as gender equality between women and men as well as non-discrimination This study highlights the undeniable gap between the legal framework and legal requirements with regard to occupant safety for the whole adult population. It would be attainable to bridge this particular gender gap by providing equal representation for the female part of the population with regard to vehicle safety, as that males benefit from.

Objective Evaluation of Whole Body Kinematics in a Simulated, Restrained Frontal Impact

The use of human body models as an additional data point in the evaluation of human-machine interaction requires quantitative validation. In this study a validation of the Global Human Body Models Consortium (GHBMC) average male occupant model (M50-O v. 4.5) in a restrained frontal sled test environment is presented. For vehicle passengers, frontal crash remains the most common mode, and the most common source of fatalities. A total of 55-time history traces of reaction loads and kinematics from the model were evaluated against corresponding PMHS data (n = 5). Further, the model's sensitivity to the belt path was studied by replicating two documented PMHS cases with prominent lateral and medial belt paths respectively. Results were quantitatively evaluated using open source CORA software. A tradeoff was observed; better correlation scores were achieved on gross measures (e.g. reaction loads), whereas better corridor scores were achieved on localized measures (rib deflections), indicating that subject specificity may dominate the comparison at localized anatomical regions. On an overall basis, the CORA scores were 0.68, 0.66 and 0.60 for force, body kinematics and chest wall kinematics. Belt force responses received the highest grouped CORA score of 0.85. Head and sternum kinematics earning a 0.8 and 0.7 score respectively. The model demonstrated high sensitivity to belt path, resulting in a 20-point increase in CORA score when the belt was routed closer to analogous location of data collection. The human model demonstrated overall reasonable biofidelity and sensitivity to countermeasures in frontal crash kinematics.

Development and Validation of Dummies and Human Models Used in Crash Test

The crash test dummy, an important tool for car crash safety tests, is of great significance to explore the injury biomechanics of the occupants and improve the safety performance of the vehicle. The article mainly consists of four parts: brief introduction of injury mechanism, early experiments for obtaining biomechanical response (animal tests, cadaver tests, and volunteer tests), and development and validation of mechanical dummies and computational models. This study finds that the current crash test dummies are generally designed based on European and American, so they have limitations on the damage prediction of other regions. Further research in the crash test dummy needs the participation of various countries in order to develop a crash test dummy that meets the national conditions of each country. Simultaneously, it is necessary to develop dummies of vulnerable groups, such as the elderly dummy and obese people dummy.

Modeling Human Volunteers in Multidirectional, Uni-axial Sled Tests Using a Finite Element Human Body Model

A goal of the Human Research Program at National Aeronautics and Space Administration (NASA) is to analyze and mitigate the risk of occupant injury due to dynamic loads. Experimental tests of human subjects and biofidelic anthropomorphic test devices provide valuable kinematic and kinetic data related to injury risk exposure. However, these experiments are expensive and time consuming compared to computational simulations of similar impact events. This study aimed to simulate human volunteer biodynamic response to unidirectional accelerative loading. Data from seven experimental studies involving 212 volunteer tests performed at the Air Force Research Laboratory were used to reconstruct 13 unique loading conditions across four different loading directions using finite element human body model (HBM) simulations. Acceleration pulses and boundary conditions from the experimental tests were applied to the Global Human Body Models Consortium (GHBMC) simplified 50th percentile male occupant (M50-OS) using the LS-Dyna finite element solver. Head acceleration, chest acceleration, and seat belt force traces were compared between the experimental and matched simulation signals using correlation and analysis (CORA) software and averaged into a comprehensive response score ranging from 0 to 1 with 1 representing a perfect match. The mean comprehensive response scores were 0.689 ± 0.018 (mean ± 1 standard deviation) in two frontal simulations, 0.683 ± 0.060 in four rear simulations, 0.676 ± 0.043 in five lateral simulations, and 0.774 ± 0.013 in two vertical simulations. The CORA scores for head and chest accelerations in these simulations exceeded mean scores reported in the original development and validation of the GHBMC M50-OS model. Collectively, the CORA scores indicated that the HBM in these boundary conditions closely replicated the kinematics of the human volunteers across all loading directions.

Effects of postmortem time and storage fluid on the material properties of bovine liver parenchyma in tension

In motor vehicle collisions (MVCs), liver injuries are one of the most frequently reported types of abdominal organ trauma. Although finite element models are utilized to evaluate the risk of sustaining an abdominal organ injury in MVCs, these models must be validated based on biomechanical data in order to accurately assess injury risk. Given that previous studies that have quantified the tensile failure properties of human liver parenchyma have been limited to testing at 48 h postmortem, it is currently unknown how the material properties change between time of death and 48 h postmortem. Therefore, the objective of this study was to quantify the effects of postmortem degradation on the tensile material properties of bovine liver parenchyma with increasing postmortem time when stored in DMEM or saline. A total of 148 uniaxial tension tests were successfully conducted on parenchyma samples of fourteen bovine livers acquired immediately after death. Liver tissue was submerged in DMEM or saline and kept cool during sample preparation and storage. Twelve livers were stored as large blocks of tissue, while two livers were stored as small blocks and slices. Tension tests were performed on multiple dog-bone samples from each liver at three time points: ~6 h, ~24 h, and ~48 h postmortem. The data were then analyzed using a Linear Mixed Effect Model to determine if there were significant changes in the failure stress, failure strain, and modulus with respect to postmortem time. The results of the current study showed that the failure strain of bovine liver parenchyma decreased significantly between 6 h and 48 h after death when stored as large blocks in saline and refrigerated. Conversely, neither the failure stress nor failure strain changed significantly with respect to postmortem time when stored as large blocks in DMEM. The modulus did not change significantly with respect to postmortem time for tissue stored as large blocks in either saline or DMEM. Cellular disruption increased with postmortem time for tissue stored as large blocks, with tissue stored in saline showing the greatest increase at each time point. In addition, preliminary results indicated that reducing the tissue storage size had a negative effect on the material properties and cellular architecture. Overall, this study illustrated that the effects of postmortem liver degradation varied with respect to the preservation fluid, storage time, and storage block size.

Development of Subject-Specific Proximal Femur Finite Element Models Of Older Adults with Obesity to Evaluate the Effects of Weight Loss on Bone Strength

Study background

Recommendation of intentional weight loss in older adults remains controversial, due in part to the loss of bone mineral density (BMD) known to accompany weight loss. While finite element (FE) models have been used to assess bone strength, these methods have not been used to study the effects of weight loss. The purpose of this study is to develop subject-specific FE models of the proximal femur and study the effect of intentional weight loss on bone strength.

Methods

Computed tomography (CT) scans of the proximal femur of 25 overweight and obese (mean BMI=29.7 ± 4.0 kg/m²), older adults (mean age=65.6 ± 4.1 years) undergoing an 18-month intentional weight loss intervention were obtained at baseline and post-intervention. Measures of volumetric BMD (vBMD) and variable cortical thickness were derived from each subject CT scan and directly mapped to baseline and post-intervention models. Subject-specific FE models were developed using morphing techniques. Bone strength was estimated through simulation of a single-limb stance and sideways fall configuration.

Results

After weight loss intervention, there were significant decreases from baseline to 18 months in vBMD (total hip: -0.024 ± 0.013 g/cm³; femoral neck: -0.012 ± 0.014 g/cm³), cortical thickness (total hip: -0.044 ± 0.032 mm; femoral neck: -0.026 ± 0.039 mm), and estimated strength (stance: -0.15 ± 0.12 kN; fall: -0.04 ± 0.06 kN). Adjusting for baseline bone measures, body mass, and gender, correlations were found between weight change and change in total hip and femoral neck cortical thickness (all p<0.05). For every 1 kilogram of body mass lost cortical thickness in the total hip and femoral neck decreased by 0.003 mm and 0.004 mm, respectively. No significant correlations were present for the vBMD or strength data.

Conclusion

The developed subject-specific FE models could be used to better understand the effects of intentional weight loss on bone health.

Failed rib region prediction in a human body model during crash events with precrash braking

OBJECTIVE

The objective of this study is 2-fold. We used a validated human body finite element model to study the predicted chest injury (focusing on rib fracture as a function of element strain) based on varying levels of simulated precrash braking. Furthermore, we compare deterministic and probabilistic methods of rib injury prediction in the computational model.

METHODS

The Global Human Body Models Consortium (GHBMC) M50-O model was gravity settled in the driver position of a generic interior equipped with an advanced 3-point belt and airbag. Twelve cases were investigated with permutations for failure, precrash braking system, and crash severity. The severities used were median (17 kph), severe (34 kph), and New Car Assessment Program (NCAP; 56.4 kph). Cases with failure enabled removed rib cortical bone elements once 1.8% effective plastic strain was exceeded. Alternatively, a probabilistic framework found in the literature was used to predict rib failure. Both the probabilistic and deterministic methods take into consideration location (anterior, lateral, and posterior). The deterministic method is based on a rubric that defines failed rib regions dependent on a threshold for contiguous failed elements. The probabilistic method depends on age-based strain and failure functions.

RESULTS

Kinematics between both methods were similar (peak max deviation: ΔX_head = 17 mm; ΔZ_head = 4 mm; ΔX_thorax = 5 mm; ΔZ_thorax = 1 mm). Seat belt forces at the time of probabilistic failed region initiation were lower than those at deterministic failed region initiation. The probabilistic method for rib fracture predicted more failed regions in the rib (an analog for fracture) than the deterministic method in all but 1 case where they were equal. The failed region patterns between models are similar; however, there are differences that arise due to stress reduced from element elimination that cause probabilistic failed regions to continue to rise after no deterministic failed region would be predicted.

CONCLUSIONS

Both the probabilistic and deterministic methods indicate similar trends with regards to the effect of precrash braking; however, there are tradeoffs. The deterministic failed region method is more spatially sensitive to failure and is more sensitive to belt loads. The probabilistic failed region method allows for increased capability in postprocessing with respect to age. The probabilistic failed region method predicted more failed regions than the deterministic failed region method due to force distribution differences.

Biomechanical Evaluations of Ocular Injury Risk for Blast Loading

Ocular trauma is one of the most common types of combat injuries resulting from the exposure of military personnel with improvised explosive devices. The injury mechanism associated with the primary blast wave is poorly understood. We employed a three-dimensional computational model, which included the main internal ocular structures of the eye, spatially varying thickness of the cornea-scleral shell, and nonlinear tissue properties, to calculate the intraocular pressure and stress state of the eye wall and internal ocular structure caused by the blast. The intraocular pressure and stress magnitudes were applied to estimate the injury risk using existing models for blunt impact and blast loading. The simulation results demonstrated that blast loading can induce significant stresses in the different components of the eyes that correlate with observed primary blast injuries in animal studies. Different injury models produced widely different injury risk predictions, which highlights the need for experimental studies evaluating mechanical and functional damage to the ocular structures caused by the blast loading.

On the importance of retaining stresses and strains in repositioning computational biomechanical models of the cervical spine

Human body models are created in a specific posture and often repositioned and analyzed without retaining stresses that result from repositioning. For example, repositioning a human neck model within the physiological range of motion to a head-turned posture prior to an impact results in initial stresses within the tissues distracted from their neutral position. The aim of this study was to investigate the effect of repositioning on the subsequent kinetics, kinematics, and failure modes, of a lower cervical spine motion segment, to support future research at the full neck level. Repositioning was investigated for 3 modes (tension, flexion, and extension) and 3 load cases. The model was repositioned and loaded to failure in one continuous load history (case 1), or repositioned then restarted with retained stresses and loaded to failure (case 2). In case 3, the model was repositioned and then restarted in a stress-free state, representing current repositioning methods. Not retaining the repositioning stresses and strains resulted in different kinetics, kinematics, or failure modes, depending on the mode of loading. For the motion segment model, the differences were associated with the intervertebral disc fiber reorientation and load distribution, because the disc underwent the largest deformation during repositioning. This study demonstrated that repositioning led to altered response and tissue failure, which is critical for computational models intended to predict injury at the tissue level. It is recommended that stresses and strains be included and retained for subsequent analysis when repositioning a human computational neck model.

DEVELOPMENT AND BIOFIDELITY EVALUATION OF AN OCCUPANT BIOMECHANICAL MODEL OF A CHINESE 50TH PERCENTILE MALE FOR SIDE IMPACT

Finite element modeling has played a significant role in the study of human body biomechanical responses and injury mechanisms during vehicle impacts. However, there are very few reports on similar studies conducted in China for the Chinese population. In this study, a high-precision human body finite element model of the Chinese 50th percentile male was developed. The anatomical structures and mechanical characteristics of real human body were replicated as precise as possible. In order to analyze the model’s biofidelity in side-impact injury prediction, a global technical standard, ISO/TR 9790, was used that specifically assesses the lateral impact biofidelity of anthropomorphic test devices (ATDs) and computational models. A series of model simulations, focusing on different body parts, were carried out against the tests outlined in ISO/TR 9790. Then, the biofidelity ratings of the full human body model and different body parts were evaluated using the ISO/TR 9790 rating method. In a 0–10 rating scale, the resulting rating for the full human body model developed is 8.57, which means a good biofidelity. As to different body parts, the biofidelity ratings of the head and shoulder are excellent, while those of the neck, thorax, abdomen and pelvis are good. The resulting ratings indicate that the human body model developed in this study is capable of investigating the side-impact responses of and injuries to occupants’ different body parts. In addition, the rating of the model was compared with those of the other human body finite element models and several side-impact dummy models. This allows us to assess the robustness of our model and to identify necessary improvements.

An investigation of dimensional scaling using cervical spine motion segment finite element models

The paucity of experimental data for validating computational models of different statures underscores the need for appropriate scaling methods so that models can be verified and validated using experimental data. Scaling was investigated using 50th percentile male (M50) and 5th percentile female (F05) cervical spine motion segment (C4-C5) finite element models subject to tension, flexion, and extension loading. Two approaches were undertaken: geometric scaling of the models to investigate size effects (volumetric scaling) and scaling of the force-displacement or moment-angle model results (data scaling). Three sets of scale factors were considered: global (body mass), regional (neck dimensions), and local (segment tissue dimensions). Volumetric scaling of the segment models from M50 to F05, and vice versa, produced correlations that were good or excellent in both tension and flexion (0.825-0.991); however, less agreement was found in extension (0.550-0.569). The reduced correlation in extension was attributed to variations in shape between the models leading to nonlinear effects such as different time to contact for the facet joints and posterior processes. Data scaling of the responses between the M50 and F05 models produced similar trends to volumetric scaling, with marginally greater correlations. Overall, the local tissue level and neck region level scale factors produced better correlations than the traditional global scaling. The scaling methods work well for a given subject, but are limited in applicability between subjects with different morphology, where nonlinear effects may dominate the response.

Incorporating ligament laxity in a finite element model for the upper cervical spine

BACKGROUND CONTEXT

Predicting physiological range of motion (ROM) using a finite element (FE) model of the upper cervical spine requires the incorporation of ligament laxity. The effect of ligament laxity can be observed only on a macro level of joint motion and is lost once ligaments have been dissected and preconditioned for experimental testing. As a result, although ligament laxity values are recognized to exist, specific values are not directly available in the literature for use in FE models.

PURPOSE

The purpose of the current study is to propose an optimization process that can be used to determine a set of ligament laxity values for upper cervical spine FE models. Furthermore, an FE model that includes ligament laxity is applied, and the resulting ROM values are compared with experimental data for physiological ROM, as well as experimental data for the increase in ROM when a Type II odontoid fracture is introduced.

DESIGN/SETTING

The upper cervical spine FE model was adapted from a 50th percentile male full-body model developed with the Global Human Body Models Consortium (GHBMC). FE modeling was performed in LS-DYNA and LS-OPT (Livermore Software Technology Group) was used for ligament laxity optimization.

METHODS

Ordinate-based curve matching was used to minimize the mean squared error (MSE) between computed load-rotation curves and experimental load-rotation curves under flexion, extension, and axial rotation with pure moment loads from 0 to 3.5 Nm. Lateral bending was excluded from the optimization because the upper cervical spine was considered to be primarily responsible for flexion, extension, and axial rotation. Based on recommendations from the literature, four varying inputs representing laxity in select ligaments were optimized to minimize the MSE. Funding was provided by the Natural Sciences and Engineering Research Council of Canada as well as GHMBC. The present study was funded by the Natural Sciences and Engineering Research Council of Canada to support the work of one graduate student. There are no conflicts of interest to be reported.

RESULTS

The MSE was reduced to 0.28 in the FE model with optimized ligament laxity compared with an MSE 0f 4.16 in the FE model without laxity. In all load cases, incorporating ligament laxity improved the agreement between the ROM of the FE model and the ROM of the experimental data. The ROM for axial rotation and extension was within one standard deviation of the experimental data. The ROM for flexion and lateral bending was outside one standard deviation of the experimental data, but a compromise was required to use one set of ligament laxity values to achieve a best fit to all load cases. Atlanto-occipital motion was compared as a ratio to overall ROM, and only in extension did the inclusion of ligament laxity not improve the agreement. After a Type II odontoid fracture was incorporated into the model, the increase in ROM was consistent with experimental data from the literature.

CONCLUSIONS

The optimization approach used in this study provided values for ligament laxities that, when incorporated into the FE model, generally improved the ROM response when compared with experimental data. Successfully modeling a Type II odontoid fracture showcased the robustness of the FE model, which can now be used in future biomechanics studies.

A Finite Element Model of a Midsize Male for Simulating Pedestrian Accidents

Pedestrians represent one of the most vulnerable road users and comprise nearly 22% the road crash-related fatalities in the world. Therefore, protection of pedestrians in car-to-pedestrian collisions (CPC) has recently generated increased attention with regulations involving three subsystem tests. The development of a finite element (FE) pedestrian model could provide a complementary component that characterizes the whole-body response of vehicle–pedestrian interactions and assesses the pedestrian injuries. The main goal of this study was to develop and to validate a simplified full body FE model corresponding to a 50th male pedestrian in standing posture (M50-PS). The FE model mesh and defined material properties are based on a 50th percentile male occupant model. The lower limb-pelvis and lumbar spine regions of the human model were validated against the postmortem human surrogate (PMHS) test data recorded in four-point lateral knee bending tests, pelvic\abdomen\shoulder\thoracic impact tests, and lumbar spine bending tests. Then, a pedestrian-to-vehicle impact simulation was performed using the whole pedestrian model, and the results were compared to corresponding PMHS tests. Overall, the simulation results showed that lower leg response is mostly within the boundaries of PMHS corridors. In addition, the model shows the capability to predict the most common lower extremity injuries observed in pedestrian accidents. Generally, the validated pedestrian model may be used by safety researchers in the design of front ends of new vehicles in order to increase pedestrian protection.

Impact Response Comparison Between Parametric Human Models and Postmortem Human Subjects with a Wide Range of Obesity Levels

OBJECTIVE

Field data analyses have shown that obesity significantly increases the occupant injury risks in motor vehicle crashes, but the injury assessment tools for people with obesity are largely lacking. The objectives of this study were to use a mesh morphing method to rapidly generate parametric finite element models with a wide range of obesity levels and to evaluate their biofidelity against impact tests using postmortem human subjects (PMHS).

METHODS

Frontal crash tests using three PMHS seated in a vehicle rear seat compartment with body mass index (BMI) from 24 to 40 kg/m² were selected. To develop the human models matching the PMHS geometry, statistical models of external body shape, rib cage, pelvis, and femur were applied to predict the target geometry using age, sex, stature, and BMI. A mesh morphing method based on radial basis functions was used to rapidly morph a baseline human model into the target geometry. The model-predicted body excursions and injury measures were compared to the PMHS tests.

RESULTS

Comparisons of occupant kinematics and injury measures between the tests and simulations showed reasonable correlations across the wide range of BMI levels.

CONCLUSIONS

The parametric human models have the capability to account for the obesity effects on the occupant impact responses and injury risks.

The effect of precrash velocity reduction on occupant response using a human body finite element model

OBJECTIVE

The objective of this study is to use a validated finite element model of the human body and a certified model of an anthropomorphic test dummy (ATD) to evaluate the effect of simulated precrash braking on driver kinematics, restraint loads, body loads, and computed injury criteria in 4 commonly injured body regions.

METHODS

The Global Human Body Models Consortium (GHBMC) 50th percentile male occupant (M50-O) and the Humanetics Hybrid III 50th percentile models were gravity settled in the driver position of a generic interior equipped with an advanced 3-point belt and driver airbag. Fifteen simulations per model (30 total) were conducted, including 4 scenarios at 3 severity levels: median, severe, and the U.S. New Car Assessment Program (U.S.-NCAP) and 3 extra per model with high-intensity braking. The 4 scenarios were no precollision system (no PCS), forward collision warning (FCW), FCW with prebraking assist (FCW+PBA), and FCW and PBA with autonomous precrash braking (FCW + PBA + PB). The baseline ΔV was 17, 34, and 56.4 kph for median, severe, and U.S.-NCAP scenarios, respectively, and were based on crash reconstructions from NASS/CDS. Pulses were then developed based on the assumed precrash systems equipped. Restraint properties and the generic pulse used were based on literature.

RESULTS

In median crash severity cases, little to no risk (<10% risk for Abbreviated injury Scale [AIS] 3+) was found for all injury measures for both models. In the severe set of cases, little to no risk for AIS 3+ injury was also found for all injury measures. In NCAP cases, highest risk was typically found with No PCS and lowest with FCW + PBA + PB. In the higher intensity braking cases (1.0-1.4 g), head injury criterion (HIC), brain injury criterion (BrIC), and chest deflection injury measures increased with increased braking intensity. All other measures for these cases tended to decrease. The ATD also predicted and trended similar to the human body models predictions for both the median, severe, and NCAP cases. Forward excursion for both models decreased across median, severe, and NCAP cases and diverged from each other in cases above 1.0 g of braking intensity.

CONCLUSIONS

The addition of precrash systems simulated through reduced precrash speeds caused reductions in some injury criteria, whereas others (chest deflection, HIC, and BrIC) increased due to a modified occupant position. The human model and ATD models trended similarly in nearly all cases with greater risk indicated in the human model. These results suggest the need for integrated safety systems that have restraints that optimize the occupant's position during precrash braking and prior to impact.

Virtual Human Models for Electromagnetic Studies and Their Applications

Numerical simulation of electromagnetic, thermal, and mechanical responses of the human body to different stimuli in magnetic resonance imaging safety, antenna research, electromagnetic tomography, and electromagnetic stimulation is currently limited by the availability of anatomically adequate and numerically efficient cross-platform computational models or "virtual humans." The objective of this study is to provide a comprehensive review of modern human models and body region models available in the field and their important features.

Modular use of human body models of varying levels of complexity: Validation of head kinematics

OBJECTIVE

The significant computational resources required to execute detailed human body finite-element models has motivated the development of faster running, simplified models (e.g., GHBMC M50-OS). Previous studies have demonstrated the ability to modularly incorporate the validated GHBMC M50-O brain model into the simplified model (GHBMC M50-OS+B), which allows for localized analysis of the brain in a fraction of the computation time required for the detailed model. The objective of this study is to validate the head and neck kinematics of the GHBMC M50-O and M50-OS (detailed and simplified versions of the same model) against human volunteer test data in frontal and lateral loading. Furthermore, the effect of modular insertion of the detailed brain model into the M50-OS is quantified.

METHODS

Data from the Navy Biodynamics Laboratory (NBDL) human volunteer studies, including a 15g frontal, 8g frontal, and 7g lateral impact, were reconstructed and simulated using LS-DYNA. A five-point restraint system was used for all simulations, and initial positions of the models were matched with volunteer data using settling and positioning techniques. Both the frontal and lateral simulations were run with the M50-O, M50-OS, and M50-OS+B with active musculature for a total of nine runs.

RESULTS

Normalized run times for the various models used in this study were 8.4 min/ms for the M50-O, 0.26 min/ms for the M50-OS, and 0.97 min/ms for the M50-OS+B, a 32- and 9-fold reduction in run time, respectively. Corridors were reanalyzed for head and T1 kinematics from the NBDL studies. Qualitative evaluation of head rotational accelerations and linear resultant acceleration, as well as linear resultant T1 acceleration, showed reasonable results between all models and the experimental data. Objective evaluation of the results for head center of gravity (CG) accelerations was completed via ISO TS 18571, and indicated scores of 0.673 (M50-O), 0.638 (M50-OS), and 0.656 (M50-OS+B) for the 15g frontal impact. Scores at lower g levels yielded similar results, 0.667 (M50-O), 0.675 (M50-OS), and 0.710 (M50-OS+B) for the 8g frontal impact. The 7g lateral simulations also compared fairly with an average ISO score of 0.565 for the M50-O, 0.634 for the M50-OS, and 0.606 for the M50-OS+B. The three HBMs experienced similar head and neck motion in the frontal simulations, but the M50-O predicted significantly greater head rotation in the lateral simulation.

CONCLUSION

The greatest departure from the detailed occupant models were noted in lateral flexion, potentially indicating the need for further study. Precise modeling of the belt system however was limited by available data. A sensitivity study of these parameters in the frontal condition showed that belt slack and muscle activation have a modest effect on the ISO score. The reduction in computation time of the M50-OS+B reduces the burden of high computational requirements when handling detailed HBMs. Future work will focus on harmonizing the lateral head response of the models and studying localized injury criteria within the brain from the M50-O and M50-OS+B.

Lower Cervical Spine Motion Segment Computational Model Validation: Kinematic and Kinetic Response for Quasi-Static and Dynamic Loading

Advanced computational human body models (HBM) enabling enhanced safety require verification and validation at different levels or scales. Specifically, the motion segments, which are the building blocks of a detailed neck model, must be validated with representative experimental data to have confidence in segment and, ultimately, full neck model response. In this study, we introduce detailed finite element motion segment models and assess the models for quasi-static and dynamic loading scenarios. Finite element segment models at all levels in the lower human cervical spine were developed from scans of a 26-yr old male subject. Material properties were derived from the in vitro experimental data. The segment models were simulated in quasi-static loading in flexion, extension, lateral bending and axial rotation, and at dynamic rates in flexion and extension in comparison to previous experimental studies and new dynamic experimental data introduced in this study. Single-valued experimental data did not provide adequate information to assess the model biofidelity, while application of traditional corridor methods highlighted that data sets with higher variability could lead to an incorrect conclusion of improved model biofidelity. Data sets with continuous or multiple moment–rotation measurements enabled the use of cross-correlation for an objective assessment of the model and highlighted the importance of assessing all motion segments of the lower cervical spine to evaluate the model biofidelity. The presented new segment models of the lower cervical spine, assessed for range of motion and dynamic/traumatic loading scenarios, provide a foundation to construct a biofidelic model of the spine and neck, which can be used to understand and mitigate injury for improved human safety in the future.