Finite Element Analysis of Changes in Deformation of Intraocular Segments by Airbag Impact in Eyes of Various Axial Lengths

Background

We studied the kinetic phenomenon of an airbag impact on eyes with different axial lengths using finite element analysis (FEA) to sequentially determine the physical and mechanical responses of intraocular segments at various airbag deployment velocities.

Methods

The human eye model we created was used in simulations with the FEA program PAM-GENERISTM. The airbag was set to impact eyes with axial lengths of 21.85 mm (hyperopia), 23.85 mm (emmetropia) and 25.85 mm (myopia), at initial velocities of 20, 30, 40, 50 and 60 m/s. The deformation rate was calculated as the ratio of the length of three segments, anterior chamber, lens and vitreous, to that at the baseline from 0.2 ms to 2.0 ms after the airbag impact.

Results

Deformation rate of the anterior chamber was greater than that of other segments, especially in the early phase, 0.2-0.4 ms after the impact (P < 0.001), and it reached its peak, 80%, at 0.8 ms. A higher deformation rate in the anterior chamber was found in hyperopia compared with other axial length eyes in the first half period, 0.2-0.8 ms, followed by the rate in emmetropia (P < 0.001). The lens deformation rate was low, its peak ranging from 40% to 75%, and exceeded that of the anterior chamber at 1.4 ms and 1.6 ms after the impact (P < 0.01). The vitreous deformation rate was lower throughout the simulation period than that of the other segments and ranged from a negative value (elongation) in the later phase.

Conclusion

Airbag impact on the eyeball causes evident deformation, especially in the anterior chamber. The results obtained in this study, such as the time lag of the peak deformation between the anterior chamber and lens, suggest a clue to the pathophysiological mechanism of airbag ocular injury.

Finite element analysis of changes in tensile strain and deformation by airbag impact in eyes of various axial lengths

Purpose

Airbags have substantially reduced mortality and morbidity, while ocular injuries caused by airbags have been reported. We applied a three-dimensional finite element analysis (FEA) model we have established for evaluation of the deformation of an intact eyeball of various axial lengths induced by an airbag impact at various impact velocities.

Methods

A model human eye we have created was used in simulations with an FEA program, PAM-GENERIS™ (Nihon ESI, Tokyo, Japan). The airbag was set to impact eyes with various axial lengths of 21.85 mm (hyperopia), 23.85 mm (emmetropia) and 25.85 mm (myopia), at initial velocities of 30, 40, 50 and 60 m/s. Changes in the shape of the eye and the strain induced were calculated. Deformation of the eye in a cross-sectional view was displayed sequentially in slow motion.

Results

We found that considerable damage, such as corneal or scleral lacerations, was observed especially at higher impact velocities, such as 50 or 60 m/s, in eyes with any axial length. Deformation was most evident in the anterior segment. The decrease rate of axial length was greatest in the hyperopic eye, followed by the myopic eye, and the emmetropic eye.

Conclusions

It was shown that hyperopic eyes are most susceptible to deformation by an airbag impact in this simulation. The considerable deformation by an airbag impact on the eye during a traffic accident shown in this study might indicate the necessity of ocular protection to avoid permanent eye damage.

Driver's side curtain air bag-related globe rupture

A 35-year-old man presented after a high-speed motor vehicle accident and the driver's side curtain air bag causing blunt force trauma rupturing his right globe. The tangential force of the air bag resulted in an unusual arcuate horseshoe-shaped rupture through the lateral rectus insertion, causing avulsion of the muscle and tearing the sclera, with the apices of the tear extending anteriorly towards the limbus. Repair of the globe rupture was undertaken, and secondary vitrectomy revealed that the scleral tear had not involved the retina abutting the ora serrata. Silicone oil tamponade was used to fill the globe and the postoperative best corrected vision was 6/9. This is the first reported case of a ruptured globe caused by a side curtain air bag, resulting in a uniquely shaped arcuate scleral wound combined with lateral rectus avulsion, not associated with rhegmatogenous retinal damage, and is the first air bag-related globe rupture with scleral involvement to report a final best-corrected visual acuity better than 6/60.

Detection of airbag impact-induced cone photoreceptor damage by adaptive optics scanning laser ophthalmoscopy: a case report

Background

The purpose of this study was to report a case of traumatic maculopathy with para-central visual field defects following an impact by airbag deployment using adaptive optics scanning laser ophthalmoscopy (AO-SLO).

Case presentation

A 51-year-old man was involved in a motor vehicular accident and his left eye was struck by the deployed airbag, resulting in a para-central scotoma. The patient underwent a full ophthalmologic examination, spectral-domain optical coherence tomography (SD-OCT), and imaging with prototype AO-SLO systems (Canon Inc.) at 14 and 22 months after the injury. Images focused on the photoreceptor layer were recorded in the foveal area, and a montage of AO-SLO images was created. On AO-SLO, focal dark areas could be observed in the left eye at 14 months after the injury. The analysis showed that the cone mosaic (cone density, 16503/mm²; ratio of hexagonal Voronoi domain, 36.3 %; average nearest-neighbor distance (NND)/expected NND, 0.606) was disordered compared with the normal area of the same eye (cone density, 24821/mm²; ratio of hexagonal Voronoi domain, 44.1 %; average NND/expected NND, 0.739). The cone defect area corresponded to the area of the scotoma. A second AO-SLO was performed on the patient at 22 months after the injury and although there were still areas with reduced cone reflectivity, partial improvement of cone mosaic was detected by AO-SLO at this time point.

Conclusion

Partial recovery of damaged cone photoreceptors following closed globe blunt ocular trauma can be documented using AO-SLO longitudinal tracking.

Vehicle occupant restraint systems impact on eye injuries: a review

Vehicle occupant trauma to the eyes and associated facial structures has evolved rapidly in conjunction with safety-oriented vehicle design, including restraint systems. Trends vary worldwide with culture, personal factors, vehicle safety equipment, and the traffic environment-including physical, legislative, and enforcement. Wearing safety belts is essential to occupant protection. Airbags were designed as a supplement to protect the head from hard surfaces in frontal crashes, not as a primary countermeasure. Even where vehicle fleets are new with high airbag prevalence, but safety culture and knowledge of restraints is less than robust, injury attributable to not wearing seatbelts is frequent, especially in countries where high-powered vehicles are prevalent. Upper bodies of rapidly forward-moving unrestrained occupants collide with rearward-accelerating airbags. Airbag deployment produces injuries such as corneal abrasions, alkali burns, and the effects of globe compression.

Eyeglasses-Related Injuries Treated in U.S. Emergency Departments in 2002–2003

PURPOSE

An estimated 60% of Americans wear prescription eyeglasses. Despite the fact that eyeglasses pose a threat for injury, there is little research presenting national statistics of eyeglasses-related injuries.

METHODS

The National Electronic Injury Surveillance System was used to analyze eyeglasses-related injuries treated in U.S. emergency departments (EDs) in 2002-2003. Eyeglasses-related injury cases were identified by the consumer product codes for eyeglasses and sunglasses and each case's narrative description was reviewed to identify the mechanism of injury. Cases (n = 642) were weighted to produce national estimates of eyeglasses-related injuries. Mechanism of injury, body region injured, injury diagnosis, and outcome of ED visit were analyzed by gender and age.

RESULTS

An estimated 27,152 (95% confidence interval [CI]: 21,627-32,677) eyeglasses-related injuries were treated in U.S. EDs in 2002-2003. Overall, males and females were equally likely to sustain eyeglasses-related injuries (53.5% vs. 46.5%), but this distribution varied by age group. A significantly higher percentage of eyeglasses-related injuries due to falls occurred among persons aged 65 years or more (89.5%, 95% CI: 83.5-93.5), whereas sports-related injuries were more common among persons aged 0-17 years (36.6%, 95% CI: 26.1-48.6). Eyeball injuries were significantly more prominent among persons aged 18-64 years. Overall, 3.8% (95% CI: 2.3-6.3) of eyeglasses-related injuries resulted in hospital admission.

CONCLUSIONS

Eyeglasses-related injuries in the U.S. demonstrate age- and gender-specific characteristics. Safer eyeglasses design and the use of protective eyewear during sports activities and other activities with a high risk of ocular trauma will help prevent future eyeglasses-related injuries.

Long-Term Sequelae of Isolated Chemical “Airbag” Keratitis

PURPOSE

To report the long-term sequelae of a case of bilateral chemical keratitis caused by airbag deployment.

METHODS

Case report and review of the literature.

RESULTS

A 21-year-old woman presented with bilateral reduced vision, photophobia, and tearing after a car accident. Examination revealed some facial burns and severe chemical injury to the cornea and conjunctiva. Immediate irrigation with physiologic saline solution and subsequent treatment with topical antibiotics, corticosteroids, and vitamin C resulted in full restoration of vision but could not prevent permanent corneal damage.

CONCLUSIONS

Severe alkali injury of the cornea generally has a good prognosis but can lead to permanent damage and persistent complaints of dry eye.

Risk functions for human and porcine eye rupture based on projectile characteristics of blunt objects

Eye ruptures are among the most devastating eye injuries and can occur in automobile crashes, sporting impacts, and military events, where blunt projectile impacts to the eye can be encountered. The purpose of this study was to develop injury risk functions for globe rupture of both human and porcine eyes from blunt projectile impacts. This study was completed in two parts by combining published eye experiments with new test data. In the first part, data from 57 eye impact tests that were reported in the literature were analyzed. Projectile characteristics such as mass, cross-sectional area, and velocity, as well as injury outcome were noted for all tests. Data were sorted by species type and areas were identified where a paucity of data existed, based on the kinetic and normalized energy of assaulting objects. For the second part, a total of 126 projectile tests were performed on human and porcine eyes. Projectiles used for these tests included blunt aluminum projectiles, BBs, foam pellets, Airsoft pellets, and paintballs. Data for each projectile were recorded prior to testing and high-speed video was used to determine projectile velocity prior to striking the eye. In part three the data were pooled for a total of 183 eye impact tests, 83 human and 100 porcine, and were analyzed to develop the injury risk criteria. Binary logistic regression was used to develop injury risk functions based on kinetic and normalized energy. Probit analysis was used to estimate confidence intervals for the injury risk functions. Porcine eyes were found to be significantly stronger than human eyes in resisting globe rupture (p=0.01). For porcine eyes a 50% risk of globe rupture was found to be 71,145 J/m2, with a confidence interval of 63,245 J/m2 to 80,390 J/m2. Human eyes were found to have a 50% risk of globe rupture at a lower, 35,519 J/m2, with confidence intervals of 32,018 J/m2 to 40,641 J/m2. The results presented in this paper are useful in estimating the risk of globe rupture when projectile parameters are known, or can be used to validate computational eye models.

Modeling thermal burns due to airbag deployment

Automotive airbags are now a widely accepted safety measure designed to reduce morbidity associated with motor vehicle accidents. Their usage is increasing with multiple airbags (driver, passenger and side curtain) being fitted to many vehicles. However the deployment of airbags has been identified as causing injuries in some instances including minor burns. There are three mechanisms for thermal burns due to an airbag; contact with the hot expelled gases from the airbag, contact with the hot airbag itself and melting of clothing from either of these contacts. A mathematical model is used here to predict the likelihood and severity of the first two types of burns. It is shown that direct contact with high temperature exhaust gases venting from the airbag can indeed lead to burns and that burns from contacting the hot airbag material are possible but far less likely to occur.

Automobile air bags: friend or foe? A case of air bag-associated ocular trauma and a related literature review

BACKGROUND

Although air bags are placed in automobiles to act as safety devices, they have been shown to carry a risk of injury themselves. Ocular injury, in particular, can often be a direct consequence of air bag deployment. A case of ocular air bag injury is presented. A discussion and review of the current literature on this issue follows.

CASE REPORT

A 63-year-old man was transferred to our clinic after sustaining injuries related to a motor vehicle accident, during which the automobile's air bag was deployed. Initial examination revealed many signs of blunt ocular trauma of the O.D., including iridodialysis, dislocated lens with traumatic cataract, and traumatic/inflammatory glaucoma. Initial B-scan showed an attached retina O.D. One month later, the patient underwent an attempted pars plana vitrectomy with lensectomy, iris repair, and insertion of an anterior chamber intraocular lens. Complications arose during the procedure, and a total retinal detachment developed. Resultant acuity is no light perception O.D.

CONCLUSIONS

Although ocular morbidity can be a direct consequence of air bag deployment, most eye injuries are minimal, and seem to be outweighed by the benefits of air bags. Drivers, as well as passengers, can minimize associated injuries by adhering to specific safety guidelines. This, as well as continual modification and improvement in air bag design, will maximize the safety of air bags and decrease the incidence of vision-threatening ocular injury caused by air bag deployment.

Simulation of air-bag impact on an eye with transsclerally fixated posterior chamber intraocular lens using finite element analysis

PURPOSE

To determine the physical and mechanical conditions of an impacting air bag that would rupture an eye with a transsclerally fixated posterior chamber intraocular lens (IOL).

SETTING

Numerical simulation study on a computer.

METHODS

Simulations in a model human eye were performed with a computer using the finite element analysis program PAM-CRASH (Nihon ESI). The air bag was set to impact the surface of an eye with a transsclerally fixated posterior chamber IOL at various velocities. The tensile force limit of a 10-1 polypropylene suture was assumed to be 0.16 N, which is specified in the U.S. Pharmacopeia XXII.

RESULTS

At the lowest velocity of 20.0 m/s, 10-0 polypropylene sutures were not likely to break. Sutures fixating the IOL might break and a corneoscleral incision was likely to open after 0.3 second at the medium impacting velocity (30 m/s). Suture rupture was very likely at the highest velocity (40 m/s) since the tensile force on the sutures continuously exceeded the breaking force after the impact.

CONCLUSIONS

In an eye with a transsclerally fixated posterior chamber IOL, severe ocular trauma can be caused by an air bag at high velocity. Small individuals such as elderly women are at greater risk for air-bag ocular injury. Further research on modifying air-bag design and deployment is important to minimize the risk for ocular injury.

Do motor vehicle airbags increase risk of ocular injuries in adults?

PURPOSE

This study was undertaken to evaluate the risk of eye injury in motor vehicle accidents in which airbags deploy. An attempt was made to assess the possible associations between eye injuries and eyewear in these accidents.

DESIGN

Retrospective observational case series and literature review with analysis.

PARTICIPANTS/METHODS

We conducted a literature review of 62 case reports and articles describing 110 adult cases of eye injury after deployment of an airbag and examined two Finnish accident cohorts. The fatal accident series (FAS; fatal injuries with one or more cars involved) included 121 individuals sitting behind an airbag that deployed (65 survivors), and the Airbag study (AB; nonfatal, relatively serious accidents) included 210 individuals (survivors).

MAIN OUTCOME MEASURES

The type of eye injury, eyewear, and crash dynamics were studied in each of the reviewed case reports. The fatal accident series and AB studies were analyzed to disclose the eye injuries and use of eyewear and to estimate their possible relation to deployment of airbags.

RESULTS

Analysis of the published reports revealed that airbag-induced eye injuries were not more frequently reported among wearers of eyeglasses than among nonwearers. However, open-eye injuries were reported three times more often among eyeglass wearers (P = 0.04), whereas all injuries from airbag chemicals occurred among nonwearers. With the exception of one orbital fracture with hyphema, all eye traumas (n = 7) in the FAS and AB cohorts were mild (eyebrow laceration, lid contusion, bruising). The risk of airbag-related eye injury was 2.5% for any eye injury and 0.4% for severe eye injury. In single accidents when seat belts were used, the risks were 2.0% and 0.5%, respectively. In the accidents from the FAS data no difference was observed in the risk for eye injury between survivors in incidents involving airbag deployment and incidents not involving airbags. This risk was not found to be greater among eyeglass wearers.

CONCLUSIONS

Despite reported cases in the literature, we found that the risk of severe eye injury from airbags was very low (0.4%) in fatal or relatively serious accidents. Eyewear did not seem to increase this risk but might interfere with the injury pattern.

Incidence of ocular injuries in motor vehicle crash victims with concomitant air bag deployment

OBJECTIVE

To report the incidence of ocular and nonocular trauma in patients admitted to the Henry Ford Hospital via the emergency room since 1994 after a motor vehicle crash (MVC) with and without air bag deployment.

DESIGN

A retrospective cohort study.

METHODS

The Henry Ford Hospital Trauma Registry database was reviewed for patients involved in MVCs with and without air bag deployment since 1994.

RESULTS

From 1994 to 1999, there were only seven air bag-related ocular injuries, representing 4.4% of all MVC-related ocular injuries. From 1997 to 1999, MVC-related ocular injuries with and without air bags represented 5.0% and 12.7%, respectively, of all MVC-related injuries. For that same period, the death rate and average Injury Severity Score for MVCs with air bag deployment were 3.4% and 10.75, compared with 8% and 14.5, respectively, for MVCs without air bag deployment.

CONCLUSIONS

MVC-related ocular injuries associated with air bag deployment are rare, and the incidence of ocular injuries associated with MVCs was lower when air bags were deployed.

A nonlinear finite element model of the eye with experimental validation for the prediction of globe rupture

Over 2.4 million eye injuries occur each year in the US, with over 30,000 patients left blind as a result of the trauma. The majority of these injuries occur in automobile crashes, military operations and sporting activities. This paper presents a nonlinear finite element model of the eye and the results of 22 experiments using human eyes to validate for globe rupture injury prediction. The model of the human eye consists of the cornea, sclera, lens, ciliary body, zonules, aqueous humor and vitreous body. Lagrangian membrane elements are used for the cornea and sclera, Lagrangian bricks for the lens, ciliary, and zonules, and Eulerian brick elements comprise the aqueous and vitreous. Nonlinear, isotropic material properties of the sclera and cornea were gathered from uniaxial tensile strip tests performed up to rupture. Dynamic modeling was performed using LS-Dyna. Experimental validation tests consisted of 22 tests using three scenarios: impacts from foam particles, BB's, and baseballs onto fresh eyes used within 24 hours postmortem. The energies of the projectiles were chosen so as to provide both globe rupture and no rupture tests. Displacements of the eye were recorded using high speed color video at 7100 frames per second. The matched simulations predicted rupture of the eye when rupture was seen in the BB and baseball tests, and closely predicted displacements of the eye for the foam tests. Globe rupture has previously been shown to occur at peak stresses of 9.4 MPa using the material properties included in the model. Because of dynamic effects and improvements in boundary conditions resulting from a more realistic modeling of the fluid in the anterior and posterior chambers, the stresses can be much higher than those previously predicted, with the globe remaining intact. The model is empirically verified to predict globe rupture for stresses in the corneoscleral shell exceeding 23 MPa, and local dynamic pressures exceeding 2.1 MPa. The model can be used as a predictive aid to reduce the burden of eye injury, and can serve as a validated model to predict globe rupture.

Airbags and eye injuries: epidemiology, spectrum of injury, and analysis of risk factors

Although airbags measurably reduce the overall risk of injury to adults (including eye injury), and death from motor vehicle accidents, injuries attributed to airbag deployment have been reported. To identify reported cases of ocular trauma related to airbag deployment, a MEDLINE search from 1991 to 2000 was performed. A total of 263 injuries in 101 patients were identified. Patient demographics, details of the accident, specific ocular structures injured, and visual outcomes when available where tabulated and analyzed. The most common of these affect the eyes. Damage to the orbit and virtually every ocular and adnexal structure has been seen. Although most injuries are self-limited and do not significantly compromise vision, some result in severe, permanent visual loss. Most common is damage to anterior structures due to either blunt, contusive forces and/or chemical injury. Posterior segment trauma is less common but generally more visually devastating because of the involvement of the retina or optic nerve. Data are not available to determine whether the wearing of eyeglasses or previous intraocular surgery affects the nature, severity, or outcome of these injuries. Awareness of the spectrum of airbag-associated ocular trauma will help physicians recognize these problems early and optimize their management. Data derived from analyses of these injuries will be critical to the development of safer, more effective devices.

Ocular morbidity associated with airbag deployment: a report of seven cases and a review of the literature

PURPOSE

To review ocular injuries secondary to airbag deployment that were seen in our institution and were reported in the literature.

METHODS

Patients examined at our institution between 1997 and 2000 were evaluated for ocular injuries caused by airbags. A review of the medical literature using Medline was performed. All reports involving ocular injuries secondary to airbags were included in this study.

RESULTS

Seven cases from our medical center were identified to involve airbag-related eye injuries. The ages of the patients ranged from 4 to 73 years. Ocular injuries included corneal abrasion, corneal decompensation, corneal alkali injury, hyphema, iris sphincter tears, vitreous hemorrhage, macular retinal pigment epithelium disruption, dislocated posterior chamber intraocular lens, and commotio retinae. A review of the medical literature showed 74 cases involving 80 eyes. The ages of the patients ranged from 2 to 81 years. Males slightly outnumbered females by a ratio of 1.1 to 1.0. The speed of the vehicles ranged from 0 to 65 miles per hour, with an average reported speed of 31 miles per hour. Reported injuries ranged from mild corneal abrasions to open globes.

CONCLUSIONS

Ocular morbidity secondary to airbag deployment must be recognized as a significant risk for motor vehicle drivers and passengers. Improvements in airbag safety will include increased consumer awareness and manufacturer design modification.

Airbags and bilateral eye injury: five case reports and a review of the literature

We report five cases of bilateral eye injuries from airbag deployment in motor vehicle crashes and review the world's literature on ocular injuries associated with airbags. The cases in the literature were identified by cross-referencing Medline searches from airbags and ocular injuries. Additional cases were identified after review of references from each article in the search. An additional 89 cases from the literature were identified and are included for discussion. Patients were treated individually in a noncontrolled, nonrandomized fashion according to the nature of each injury with regular follow-up examinations in clinic. Of the 94 cases studied, 24 (27%) were bilateral eye injuries, and 15 (16%) patients were wearing spectacles at the time of the accident. The most common injuries included corneal abrasions, eyelid trauma, and hyphemas. Outcomes ranged from complete resolution of symptoms and return of normal visual acuity to primary enucleation. This report describes the wide spectrum of eye injuries that may occur after airbag deployment. We suggest a management plan for the evaluation and treatment of the ocular complications of airbag-related trauma.

Partial Dislocation of Laser in situ Keratomileusis Flap by Air Bag Injury

PURPOSE

A patient developed significant corneal complications from air bag deployment, 17 months after laser in situ keratomileusis (LASIK).

METHODS

Case report, slit-lamp microscopy, and review of the medical literature.

RESULTS

A 37-year-old woman underwent bilateral LASIK with resultant 20/20 uncorrected visual acuity. Seventeen months later, she sustained facial and ocular injuries from air bag deployment during a motor vehicle accident. Examination revealed bilateral corneal abrasions, partial dislocation of the right corneal LASIK flap, and a hyphema in the right eye. The LASIK flap was realigned, but recovery was complicated by a slowly healing epithelial defect and flap edema. One month following the injury, epithelial ingrowth beneath the LASIK flap was noted. Surgical elevation of the flap and removal of the epithelial ingrowth was performed. Eight months later, epithelial ingrowth was absent and the visual acuity was 20/40. Residual irregular astigmatism necessitated rigid gas permeable contact lens fitting to achieve 20/20 visual acuity.

CONCLUSIONS

Air bags may cause significant ocular trauma. The wound healing response of LASIK allows corneal flap separation from its stromal bed for an indeterminate time after surgery. Discussion of the possible risk of corneal trauma as part of informed consent prior to LASIK may be appropriate.

Patterns of injury associated with automobile airbag use

The wide use of automobile airbags has undoubtedly reduced the mortality and the incidence of serious injuries from motor vehicle accidents. However, automobile airbags appear to be associated with a variety of injuries including fatal injuries, ocular injuries, upper limb and chest injuries. Further improvements in airbag design together with education of the general public in their use should help reduce airbag-related injuries.