Exploring the mechanisms of vehicle front-end shape on pedestrian head injuries caused by ground impact

Inherent uncertainty in pedestrian collision reconstruction: How evidence variability affects head kinematics and injury prediction

Reconstructing individual cases from real-world collision data is used as a tool to better understand injury biomechanics and determine injury thresholds. However, real-world data tends to have inherent uncertainty within parameters, such as ranges of impact speed, pre-impact pedestrian stance or pedestrian anthropometric characteristics. The implications of this input parameter uncertainty on the conclusions made from case reconstruction about injury biomechanics and risk is not well investigated, with a 'best-fit' approach more frequently adopted, leaving uncertainty unexplored. This study explores the implications of uncertain parameters in real-world data on the biomechanical kinematic metrics related to head injury risk in reconstructed real-world pedestrian-car collisions. We selected six pedestrian-car cases involving seven pedestrians from the highly detailed GB Road Accident In-Depth Studies (RAIDS) database. The collisions were reconstructed from the images, damage measurements and dynamics available in RAIDS. For each case, we varied input parameters within uncertain ranges and report the range of head kinematic metrics from each case. This includes variations of reconstructed collision scenarios that fits within the constraints of the available evidence. We used a combination of multibody and finite element modelling in Madymo to test whether the effect of input data uncertainty is the same on the initial head-vehicle and latter head-ground impact phase. Finally, we assessed whether the predicted range of head kinematics correctly predicted the injuries sustained by the pedestrian. Varying the inputs resulted in a range of output head kinematic parameters. Real-world evidence such as CCTV footage enabled predicted simulated values to be further constrained, by ruling out unrealistic scenarios which do not fit the available evidence. We found that input data uncertainty had different implications for the initial head-vehicle and latter head-ground impact phase. There was a narrower distribution of kinematics associated with the head-vehicle impact (initial 400 ms of the collision) than in the latter head-ground impact. The mean head-vehicle kinematics were able to correctly predict the presence or absence of both subdural haematoma (using peak rotational acceleration) and skull vault fracture (using peak contact force) in all pedestrians presented. This study helps increase our understanding of the effects of uncertain parameters on head kinematics in pedestrian-car collision reconstructions. Extending this work to a broad range of pedestrian-vehicle collision reconstructions spanning broad population demographics will improve our understanding of injury mechanisms and risk, leading to more robust design of injury prevention measures.

The association between passenger-vehicle front-end profiles and pedestrian injury severity in motor vehicle crashes

INTRODUCTION

Vehicles play an important role in pedestrian injury risk in crashes. This study examined the association between vehicle front-end geometry and the risk of fatal pedestrian injuries in motor vehicle crashes.

METHOD

A total of 17,897 police-reported crashes involving a single passenger vehicle and a single pedestrian in seven states were used in the analysis. Front-end profile parameters of vehicles (2,958 vehicle makes, series, and model years) involved in these crashes were measured from vehicle profile photos, including hood leading edge height, bumper lead angle, hood length, hood angle, and windshield angle. We defined a front-end-shape indicator based on the hood leading edge height and bumper lead angle. Logistic regression analysis evaluated the effects of these parameters on the risk that a pedestrian was fatally injured in a single-vehicle crash.

RESULTS

Vehicles with tall and blunt, tall and sloped, and medium-height and blunt front ends were associated with significant increases of 43.6%, 45.4%, and 25.6% in pedestrian fatality risk, respectively, when compared with low and sloped front ends. There was a significant 25.1% increase in the risk if a hood was relatively flat as defined in this study. A relatively long hood and a relatively large windshield angle were associated with 5.9% and 10.7% increases in the risk, respectively, but the increases were not significant.

CONCLUSIONS

Vehicle front-end profiles that were significantly associated with increased pedestrian fatal injury risk were identified.

PRACTICAL APPLICATIONS

Automakers can make vehicles more pedestrian friendly by designing vehicle front ends that are lower and more sloped. The National Highway Traffic Safety Administration (NHTSA) can consider evaluations that account for the growing hood heights and blunt front ends of the vehicle fleet in the New Car Assessment Program or regulation.

Vehicle front-end geometry and in-depth pedestrian injury outcomes

OBJECTIVE

Large passenger vehicles have consistently demonstrated an outsized injury risk to pedestrians they strike, particularly those with tall, blunt front ends. However, the specific injuries suffered by pedestrians in these crashes as well as the mechanics of those injuries remain unclear. The current study was conducted to explore how a variety of vehicle measurements affect pedestrian injury outcomes using crash reconstruction and detailed injury attribution.

METHODS

We analyzed 121 pedestrian crashes together with a set of vehicle measurements for each crash: hood leading edge height, bumper lead angle, hood length, hood angle, and windshield angle.

RESULTS

Consistent with past research, having a higher hood leading edge height increased pedestrian injury severity, especially among vehicles with blunt front ends. The poor crash outcomes associated with these vehicles stem from greater injury risk and severity to the torso and hip from these vehicles' front ends and a tendency for them to throw pedestrians forward after impact.

CONCLUSIONS

The combination of vehicle height and a steep bumper lead angle may explain the elevated pedestrian crash severity typically observed among large vehicles.

Analysis of the consequences of car to micromobility user side impact crashes

INTRODUCTION

The strong rise in modes of travel commonly referred to as micromobility has changed the mobility patterns and lifestyles in cities worldwide, especially after the COVID-19 pandemic. It has led to a significant increase in the number of crashes involving these types of vehicles, especially bicycles and stand-up e-scooters. The risk of crashes is higher at intersections where motor-vehicles perform a turning maneuver crossing a bike lane.

METHOD

The consequences of a passenger car-to-micromobility vehicle side-impact crashes, considering both bicycle and e-scooter, were studied based on the results of the simulation of several scenarios with PC-Crash software. Two injury criteria were applied: Head Injury Criterion (HIC15) and 3 ms chest acceleration criterion.

RESULTS

When motor-vehicle speed is lower than 50 km/h, the 3 ms chest acceleration never exceeds the 60 g threshold. However, at 50 km/h, it is close to 50 g in the case of e-scooter rides. At this speed, HIC15 is considerably greater than 1000, both for bicycles and for e-scooters, and the safety margin of 700 is exceeded at 45 km/h for e-scooters.

CONCLUSIONS

In case of motor vehicle-to-micromobility vehicle side-impact crash, riding a bicycle is safer than riding an e-scooter since the observed HIC15 experienced by the cyclists is lower than that experienced by the e-scooter rider when motor vehicle speed is greater than 30 km/h.

PRACTICAL APPLICATIONS

To reduce micromobility users injury risk at intersections, motor vehicle speed limit should be equal or lower than 40 km/h. At this impact speed, the activation of hood or bumper airbags could be justified.

Analysis of fall kinematics and injury risks in ground impact in car-pedestrian collisions using impulse

In vehicle-to-pedestrian collisions, pedestrian injuries occur due to contact with the car and the ground. Previous studies investigated pedestrian kinematic behavior using a parameter study or through statistical analysis although the force interaction between the pedestrian and the vehicle has not been considered. In this study, multibody analyses were conducted for vehicle-pedestrian collisions for adult and child pedestrian with various vehicle shapes. The impulse and impulse moment acting on the pedestrian from the vehicle were introduced, and the kinematic behavior, rotation and ground impact of the pedestrian model were examined. It was found that if an impulse moment acts on the pedestrian when the pedestrian re-contacts with the hood of the car, the angular velocity of the pedestrian's torso changes in the opposite direction (away from the car), and the torso angle prior to the ground contact decreases to less than 90°. This re-contact between the pedestrian and the vehicle was more likely to occur for cases where the collision involves an adult pedestrian, lower hood leading edge (HLE), longer hood length, and lower collision velocity. When the pedestrian torso angle in contact with the ground was less than 90°, the head vertical impact velocity with respect to the ground became less than 2.9 m/s which corresponds to the injury threshold of the head. This study demonstrated that pedestrian-vehicle re-contact is crucial for reducing ground injury. The vehicle shape, pedestrian size, and collision velocity can determine whether re-contact of the pedestrian with the vehicle occurs. This can then explain the factors affecting pedestrian ground impact injury (e.g., higher HLE, higher risk of ground head injury for children) that were shown in previous studies. A strategy to mitigate ground injury is to apply enough impulse moment onto the pedestrian's upper body from the hood in order to change the torso angular velocity during re-contact, thus making the torso angle less than 90°prior to the ground contact.

Should anthropometric differences between the commonly used pedestrian computational biomechanics models and Chinese population be taken into account when predicting pedestrian head kinematics and injury in vehicle collisions in China?

Computational biomechanics models play a key role in predicting/evaluating pedestrian head kinematics and injury risk in car-to-pedestrian collisions. The human multibody models most commonly used in car-to-pedestrian collision reconstruction, such as pedestrian model by The Netherlands Organisation for Applied Scientific Research TNO, are built using the anthropometry of Western European population as defined in TNO (2013) human multibody model database. In this study, we investigate the effects of the anthropometric differences between the Western European and Chinese populations on the pedestrian head kinematics and injury responses predicted using multibody models. The comparison was conducted through car-to-pedestrian collision simulations using pedestrian multibody models representing anthropometric characteristics of Western European and Chinese populations, three typical vehicle shapes (sedan, SUV and minivan), five initial vehicle impact speeds (30, 35, 40, 45, 50 km/h), and six pedestrian walking postures. The results indicate that the change of pedestrian model anthropometry (from Western European to Chinese) exerts appreciable effects on both the predicted initial boundary conditions of the head-to-windscreen impact (in particular the head-to-windscreen impact angle) and the head injury indices in the impact with the road surface (secondary impact).

A novel approach to investigate effects of front-end structures on injury response of e-bike riders: Combining Monte Carlo sampling, automatic operation, and data mining

Transportation safety related to e-bikes is becoming more problematic with the growing popularity in recent decade years, however, rare studies focused on the protection for e-bike riders in traffic accidents. This paper aimed to investigate the relationship between vehicle front-end structures and rider's injury based on a novel approach including modeling, sampling, and analyzing. Firstly, a parametrized model for front-end structures of the vehicle was developed with nine parameters to realize the standardization of multi-body models of car to e-bike collision considering three stature riders and different impacting velocities. Secondly, a framework, combining Monte Carlo sampling for twelve initial variables and automatic operation for 1000 impact simulations, was built to obtain valid results automatically and then to construct a big dataset. Finally, according to the sensitive variables to riders' vulnerable regions, the decision tree algorithm was further adopted to develop the decision or prediction model on injuries. The novel approach achieved the stochastical generation of vehicle shapes and the automatic operation of multi-body models. The results showed that the rider's head, pelvis, and thighs were more vulnerable to being injured in the car to e-bike perpendicular accidents. The three decision tree models (HIC₁₅, lateral force of pelvis, bending moment of upper leg) were validated to be accurate and reliable according to the confusion matrix with the precision of more than 80% and the receiver operating characteristic curves (ROC) with the under area more than 85%. Based on decision tree models, not only the effects of front-end structural parameters on the corresponding injury but also the interaction mechanism between various variables can be clearly interpreted. Each route from the same root node to hierarchical middle nodes then to various leaf nodes represented a decision-making process. And the different branches under the same decision node directly illustrated the correlation between variables, which is highly readable and comprehensible. During the safety performance design of front-end structures, the rational value of variables could be decided according to decision routes that resulted in lower injury levels; Even if the accident was inevitable, the collision parameters could be controlled within a certain range for the least injury according to the prediction rules. Based on the novel framework coupling Monte Carlo sampling and automatic operation, it's foreseeable to apply the parametric and standard car-to-e-bike collision models to develop the virtual test system and to optimize front-end shapes for rider's protection.

Cervical spine injury response to direct rear head impact

BACKGROUND

Direct rear head impact can occur during falls, road accidents, or sports accidents. They induce anterior shear, flexion and compression loads suspected to cause flexion-distraction injuries at the cervical spine. However, post-mortem human subject experiments mostly focus on sled impacts and not direct head impacts.

METHODS

Six male cadavers were subjected to a direct rear head impact of 3.5 to 5.5 m/s with a 40 kg impactor. The subjects were equipped with accelerometers at the forehead, mouth and sternum. High-speed cameras and stereography were used to track head displacements. Head range of motion in flexion-extension was measured before and after impact for four cadavers. The injuries were assessed from CT scan images and dissection.

FINDINGS

Maximum head rotation was between 43 degrees and 78 degrees, maximum cranial-caudal displacement between -12 mm and - 196 mm, and antero-posterior displacement between 90 mm and 139 mm during the impact. Four subjects had flexion-distraction injuries. Anterior vertebral osteophyte identification showed that fractures occurred at adjacent levels of osteophytic bridges. The other two subjects had no anterior osteophytes and suffered from C2 fracture, and one subject also had a C1-C2 subluxation. C6-C7 was the most frequently injured spinal level.

INTERPRETATION

Anterior vertebral osteophytes appear to influence the type and position of injuries. Osteophytes would seem to provide stability in flexion for the osteoarthritic cervical spine, but to also lead to stress concentration in levels adjacent to the osteophytes. Clinical management of patients presenting with osteophytes fracture should include neck immobilization and careful follow-up to ensure bone healing.

The role of player mass and contact speed on head kinematics and neck dynamics in rugby union tackling

Tackling is the most common cause of general injuries in rugby union, with player speed and mass identified as risk factors. This study aimed to use multibody modeling simulations to examine how tackler and ball carrier mass and contact speed affect inertial head kinematics and neck dynamics. Simulations were run by independently varying the ball carrier and tackler mass (from 60 to 110kg) and speed (from 0 to 10 m/s). Peak resultant inertial neck dynamics (force and moment) and head kinematics (linear acceleration, angular acceleration, and angular velocity) were extracted from each simulation. The greatest inertial head kinematics and neck dynamics sustained by a player was when there was the greatest mass disparity in the tackle, with the lighter player experiencing greatest inertial neck dynamics and head kinematics by up to 24% in comparison with the scenario when both players were the lightest mass (60 kg). As a player's mass increased, the magnitude of their head kinematics and neck dynamics diminished, but increased for their direct opponent, irrespective of whether they were the tackler or ball carrier. For speed, the greatest inertial head kinematics and neck dynamics sustained by the ball carrier and tackler were when they were both traveling at the highest speed. In theory, large discrepancies in mass of players, and high speeds into a tackle should be avoided.

Force experienced by the head during heading is influenced more by speed than the mechanical properties of the football

There are growing concerns about the risk of neurodegenerative diseases associated with heading in football. It is essential to understand the biomechanics of football heading to guide player protection strategies to reduce the severity of the impact. The aim of this study was to assess the effect of football speed, mass, and stiffness on the forces experienced during football heading using mathematical and human body computational model simulations. Previous research indicates that a football header can be modeled as a lumped mass mathematical model with elastic contact. Football headers were then reconstructed using a human body modeling approach. Simulations were run by independently varying the football mass, speed, and stiffness. Peak contact force experienced by the head was extracted from each simulation. The mathematical and human body computational model simulations indicate that the force experienced by the head was directly proportional to the speed of the ball and directly proportional to the square root of the ball stiffness and mass. Over the practical range of ball speed, mass, and stiffness, the force experienced by the head during football heading is mainly influenced by the speed of the ball rather than its mass or stiffness. The findings suggest that it would be more beneficial to develop player protection strategies that aim to reduce the speed at which the ball is traveling when headed by a player. Law changes reducing high ball speeds could be trialed at certain age grades or as a phased introduction to football heading.

Analysis of kinematic behavior of pedestrians/cyclists in vehicle collisions using impulse

Objective: In order to further reduce the injury risks to pedestrians/cyclists in vehicle collisions, it is necessary to control pedestrian/cyclist kinematics. To investigate pedestrian/cyclist kinematic behavior from initial contact with the vehicle to the ground contact, it is necessary to evaluate the force interactions between the pedestrian/cyclist body region and the car body during the crash event.Method: Finite element analysis was conducted for models of pedestrians and cyclists being struck by a car around the center, left, and right sides of the front of the vehicle at 40 km/h. The impulse that was applied to each body region of the pedestrian/cyclist by the vehicle body during the impact was employed to analyze the kinematic behavior of the pedestrian/cyclist.Results: An impulse-time history can be separated into three stages. In the first stage, the pedestrian/cyclist was accelerated by the vehicle's forward impulse imparted to the subject due to the lower extremities contacting the bumper and hood leading edge. In the second stage, the pedestrian/cyclist rotates around the hood leading edge. In the third stage, the pedestrian/cyclist was accelerated in the vehicle forward and upward directions by the impulse resulting from the contact of the head and upper extremities with the cowl and the windshield. As the impulse to the lower extremity increased, the wraparound distance (WAD) decreased; however, the pelvis velocity in the forward direction increased.Conclusion: This research employed a new approach using the impulse transmitted to each body region due to contact with the vehicle body and showed that impulse is a useful parameter to understand the process of pedestrian/cyclist kinematics. The impulse relates to the linear and angular velocities of the pedestrian/cyclist at the time of separation from the car, thereby providing useful information to control pedestrian/cyclist falling kinematics prior to the ground impact.

A Computational Biomechanics Human Body Model Coupling Finite Element and Multibody Segments for Assessment of Head/Brain Injuries in Car-To-Pedestrian Collisions

It has been challenging to efficiently and accurately reproduce pedestrian head/brain injury, which is one of the most important causes of pedestrian deaths in road traffic accidents, due to the limitations of existing pedestrian computational models, and the complexity of accidents. In this paper, a new coupled pedestrian computational biomechanics model (CPCBM) for head safety study is established via coupling two existing commercial pedestrian models. The head–neck complex of the CPCBM is from the Total Human Model for Safety (THUMS, Toyota Central R&D Laboratories, Nagakute, Japan) (Version 4.01) finite element model and the rest of the parts of the body are from the Netherlands Organisation for Applied Scientific Research (TNO, The Hague, The Netherlands) (Version 7.5) multibody model. The CPCBM was validated in terms of head kinematics and injury by reproducing three cadaveric tests published in the literature, and a correlation and analysis (CORA) objective rating tool was applied to evaluate the correlation of the related signals between the predictions using the CPCBM and the test results. The results show that the CPCBM head center of gravity (COG) trajectories in the impact direction (YOZ plane) strongly agree with the experimental results (CORA ratings: Y = 0.99 ± 0.01; Z = 0.98 ± 0.01); the head COG velocity with respect to the test vehicle correlates well with the test data (CORA ratings: 0.85 ± 0.05); however, the correlation of the acceleration is less strong (CORA ratings: 0.77 ± 0.06). No significant differences in the behavior in predicting the head kinematics and injuries of the tested subjects were observed between the TNO model and CPCBM. Furthermore, the application of the CPCBM leads to substantial reduction of the computation time cost in reproducing the pedestrian head tissue level injuries, compared to the full-scale finite element model, which suggests that the CPCBM could present an efficient tool for pedestrian brain-injury research.

Parameter sensitivity analysis of pedestrian head dynamic response and injuries based on coupling simulations

There are a very limited number of reports studying on the dynamic response and injuries of pedestrian head in the scenarios with head hitting windshield. This study aims to investigate the significant factors that affect the dynamic response and injuries of pedestrian head through finite element-multi-body coupling simulations. Two finite element vehicle models and two multi-body pedestrian human models were used to build the coupling simulations. Orthogonal experimental design and analysis of variance were used for parameter combination and data analysis. This study demonstrated that the dynamic response of pedestrian head and HIC15 were strongly associated with collision speed and pedestrian orientation. Vehicle type had a significant influence on the dynamic response of pedestrian head and HIC15, while there was no significant relationship between the dynamic response of pedestrian head and HIC15 and the size of pedestrian human models. Collision speed, pedestrian orientation, and vehicle type should be prioritized over the other collision parameters in the study of head injury mechanism and reconstruction of vehicle-pedestrian collisions in the scenarios with head hitting windshield.

Potential benefits of controlled vehicle braking to reduce pedestrian ground contact injuries

Protecting struck pedestrians during the ground contact phase has been a challenge for decades. Recent studies have shown how ground related injury is influenced by pedestrian kinematics. In this paper we further developed this approach by assessing the potential of controlling vehicle braking to reduce pedestrian ground contact injuries. Applying a recently proposed Simulation Test Sample, a series of simulations were run using the MADYMO software environment. The approach considered 6 vehicle shapes, 4 pedestrian models, 3 impact velocities and 2 pedestrian gaits and each case was considered with two different vehicle braking approaches. The first was full braking, while the second applied controlled braking, for which a strategy based on pedestrian kinematics was applied. The effect of vehicle braking was evaluated using the Weighted Injury Cost (WIC) of overall pedestrian injuries and the pedestrian-ground impact velocity change. The proximity of the vehicle and pedestrian at the instant of ground contact was also evaluated to assess the potential of future vehicle based intervention methods to cushion the ground contact. Finally real-world videos of pedestrian collisions were analyzed to estimate the available free vehicle stopping distances. Results showed substantial median reductions in WIC and head impact velocity for all vehicle shapes except the Van. The proximity of the pedestrian to the vehicle front at the instant of ground contact under controlled braking is less than 1.5 m in most cases, and the required stopping distance for the vehicle under controlled braking was within the available stopping distance estimated from the video footage in about 74% of cases. It is concluded that controlled braking has significant potential to reduce the overall burden of pedestrian ground contact injuries, but future efforts are required to establish an optimized braking strategy as well as a means to handle those cases where controlled braking is not beneficial or even harmful.

Multi-Scale Modeling of Head Kinematics and Brain Tissue Response to Blast Exposure

Injuries resulting from blast exposure have been increasingly prevalent in recent conflicts, with a particular focus on the risk of head injury. In the current study, a multibody model (GEBOD) was used to investigate the gross kinematics resulting from blast exposure, including longer duration events such as the fall and ground impact. Additionally, detailed planar head models, in the sagittal and transverse planes, were used to model the primary blast wave interaction with the head, and resulting tissue response. For severe blast load cases (scaled distance less than 2), the translational head accelerations during primary blast were found to increase as the height-of-burst (HOB) was lowered, while the HOB was found to have no effect for cases with scaled distance greater than 2. The HOB was found to affect both the magnitude and direction of rotational accelerations, with increasing magnitudes as the HOB deviated from the height of the head. The choice of ground contact stiffness was found to greatly affect the predicted head accelerations during ground impact. For a medium soil ground material, the kinematics during ground impact were greater for scaled distances exceeding 1.5, below which the primary blast produced greater kinematic head response.

An Investigation of Dynamic Responses and Head Injuries of Standing Subway Passengers during Collisions

With the development of the subway and the pressing demand of environmentally friendly transportation, more and more people travel by subway. In recent decades, the issues about passenger passive safety on the train have received extensive attention. In this research, the head injury of a standing passenger in the subway is investigated. Three MADYMO models of the different standing passenger postures, defined as baseline scenarios, are numerically set up. HIC₁₅ values of passengers with different postures are gained by systematic parametric studies. The injury numerical simulation results of various scenarios with different friction coefficients, collision acceleration, standing angle, horizontal handrail height, and ring handrail height are analyzed. Results show that the horizontal handrail provides better protection in the three different standing passenger postures. Different friction coefficients and the standing angle have great impact on the head injuries of passengers in three different scenarios. The handrail height also has some effects on head injury of passengers with different standing postures, so it is necessary to be considered when designing the interior layout of the subway. This study may provide guidance for the safety design of the subway and some advices for standing subway passengers.

A STUDY ON MOTORCYCLISTS HEAD INJURIES IN CAR–MOTORCYCLE ACCIDENTS BASED ON REAL-WORLD DATA AND ACCIDENT RECONSTRUCTION

Accident data had shown that as one of the most vulnerable road users, the risk of motorcyclist casualties due to head injuries is extremely high in motorcycle accidents. The objective of this study was to analyze motorcyclist head injury based on epidemiological statistical analysis and car–motorcycle accident reconstruction using real world accident data, and obtain a comprehensive understanding about safety effects of helmets on motorcyclists head injury. In epidemiological data analysis of this study, odds ratios (ORs) was applied to identify differences in injuries between helmeted and unhelmeted motorcyclists. Two vehicle–motorcycle collisions with detailed information were reconstructed by using PC-Crash simulation and MADYMO reconstruction. Furthermore, the head injury reconstruction using MADYMO outputs as boundary conditions was accomplished and analyzed with respect to 1st principal strain, Von Mises stress, coup pressure, countercoup pressure at the cerebrum. The results indicated that unhelmeted motorcyclists were more likely to suffer head injury, serious and fatal injury, and tend to take equal responsibility or more. 1st principal strain was reduced from 0.44 to 0.25 for Case 1, and from 0.16 to 0.10 for case 2 when including a helmet. Von Mises stress were reduced from 30.37[Formula: see text]kpa to 19.51[Formula: see text]kpa for Case 1 and from 3.42[Formula: see text]kpa to 3.03[Formula: see text]kpa for case when including a helmet, which meant a reduction of the risk of concussion. But the motorcyclist in Case 2 experienced a lower percentage increase in coup pressure and countercoup pressure. This study provided comprehensive knowledge on motorcyclists head injuries and the effectiveness of helmets as well as contributing to develop the injury prevention measures and protection devices of motorcyclists.

Detailed assessment of pedestrian ground contact injuries observed from in-depth accident data

Most pedestrians struck by vehicles receive injuries from contact with the vehicle and also from the subsequent ground contact. However, ground related pedestrian injuries have received little focus. This paper uses 1221 German pedestrian collision cases occurring between 2000 and 2015 to assess the distribution and risk factors for pedestrian ground related injuries. Results show that for MAIS 2, the ground accounted for 24% of cases, for MAIS 3 the ground accounted for 20% of cases and for MAIS 4-5, the ground accounted for 14% of cases. There were no AIS 6 ground related injuries, though there were several fatal cases where the ground was coded as the most serious injury. The head, thorax and spine dominate AIS 4-5 ground contact injuries. Vehicle impact speeds were higher for ground related AIS 4-5 compared to AIS 2 injury cases and the average impact speed for ground related injuries to the upper and lower extremities was lower than for body regions like head, thorax and spine. There was a significant age effect on pedestrian ground related injury outcome, with older pedestrians suffering more severe injuries and the median age for thorax injuries was higher than for all other body regions. There was no significant difference in the proportions of AIS 2+ head injuries produced by ground contact for more recent vehicles (model year since 2005) compared to older vehicles (model year before 2005). However, logistic regression analysis showed that the normalised bonnet leading-edge height is a risk factor for adult pedestrian AIS2+ ground related head injuries, and this provides empirical support for recent computational modelling predictions which implied a relationship between vehicle shape and pedestrian ground contact injuries. Considering the potential benefits of preventing pedestrian ground contact, for collisions below 40km/h two thirds of the injury costs would be eliminated if ground contact could be prevented, and even higher benefits are likely at lower speeds (20 and 30km/h). These data demonstrate the importance of ground related pedestrian injuries and show that vehicle shape influences pedestrian injury outcome in ground contact. The data therefore provides significant motivation for countermeasures to prevent or moderate pedestrian ground related injuries.