Effectiveness of Wearable Protection Equipment for Seated Pedestrians

This study used finite element models to investigate the efficacy of seated pedestrian protection equipment in vehicle impacts. The selected safety equipment, a lap belt, an airbag vest, and a bicycle helmet, were chosen to mitigate the underlying biomechanical causes of seated pedestrian injuries reported in the literature. The impact conditions were based on the three most dangerous impact scenarios from a previous seated pedestrian impact study. Serious injury (AIS 3+) risks were compared with and without protective equipment. A 50th percentile male occupant model and two generic vehicle models, the family car (FCR) and sports utility vehicle (SUV), were used to simulate vehicle collisions. Three impact conditions were run with every combination of protective equipment (n = 24). The helmet reduced head and brain injury risks from the vehicle-head and ground-head contacts. The airbag reduced the head injury risk in the FCR vehicle-head contact but increased the brain injury risks in the SUV impacts from increased whiplash. The lap belt increased head injury risks for both the FCR and the SUV impacts because it created a stronger FCR vehicle-head contact and SUV ground-head contact. When the belt and airbag were used together the head injury risks dramatically decreased because the pedestrian body impacted the ground arm or leg first and slowly rolled onto the ground which resulted in softer ground-head contacts and in two instances, no ground-head contact. Only the helmet proved effective in all impact conditions. Future testing must be completed before recommending the belt or airbag for seated pedestrians.

Computational Seated Pedestrian Impact Design of Experiments with Ultralight Wheelchair

Pedestrians who use wheelchairs (seated pedestrians) report higher mortality rates than standing pedestrians in vehicle-to-pedestrian collisions but the cause of this mortality is poorly understood. This study investigated the cause of seated pedestrian serious injuries (AIS 3+) and the effect of various pre-collision variables using finite element (FE) simulations. An ultralight manual wheelchair model was developed and tested to meet ISO standards. The GHBMC 50th percentile male simplified occupant model and EuroNCAP family car (FCR) and sports utility vehicle (SUV) were used to simulate vehicle collisions. A full factorial design of experiments (n = 54) was run to explore the effect of pedestrian position relative to the vehicle bumper, pedestrian arm posture, and pedestrian orientation angle relative to the vehicle. The largest average injury risks were at the head (FCR: 0.48 SUV: 0.79) and brain (FCR: 0.42 SUV: 0.50). The abdomen (FCR: 0.20 SUV: 0.21), neck (FCR: 0.08 SUV: 0.14), and pelvis (FCR: 0.02 SUV: 0.02) reported smaller risks. 50/54 impacts reported no thorax injury risk, but 3 SUV impacts reported risks ≥ 0.99. Arm (gait) posture and pedestrian orientation angle had larger effects on most injury risks. The most dangerous arm posture examined was when the hand was off the wheelchair handrail after wheel propulsion and the two more dangerous orientations were when the pedestrian faced 90° and 110° away from the vehicle. Pedestrian position relative to the vehicle bumper played little role in injury outcomes. The findings of this study may inform future seated pedestrian safety testing procedures to narrow down the most concerning impact scenarios and design impact tests around them.

A Numerical Investigation of Rider Injury Risks During Falls Caused by E-scooter- Stopper Impacts

Within the past decade, injuries caused by electric scooter (e-scooter) crashes have significantly increased. In this study, various e-scooter-stopper crashes were numerically simulated across different impact speeds, approach angles, and stopper heights to characterize their influence on rider injury risk during falls. A Finite Element (FE) model of a standing Hybrid III dummy was used as the rider model, after being calibrated against certification test data. Additionally, an FE model of an e-scooter was developed based on reconstructed scooter geometry. Forty-five FE simulations were run to investigate various e-scooter crash scenarios. Test parameters included impact speed (3.2m/s up to 11.16m/s), approach angle (30° up to 90°), and stopper height (52 mm, 101 mm, and 152 mm). Additionally, the perpendicular (90°) impact scenarios were run a second time with arm activation added into to the model to mimic the rider attempting to catch themselves. Overall, the approach angle was found to have the greatest effect on injury risk to the rider. Smaller approach angles were shown to cause the rider to land on their side while larger impact angles caused the rider to land on their head and chest. Approach angle was shown to be positively correlated with injury risk. Additionally, arm bracing was shown to reduce the risk of serious injury in two-thirds of the impact scenarios.

Investigation of traffic accidents involving seated pedestrians using a finite element simulation-based approach

Pedestrians who use wheelchairs (seated pedestrians) report 36% - 75% higher mortality rates than standing pedestrians in car-to-pedestrian collisions but the cause of this mortality is unknown. This is the first study to investigate the cause of seated pedestrian mortality in vehicle impacts using finite element simulations. In this study a manual wheelchair model was developed using geometry taken from publicly available CAD data, and was tested to meet ISO standards. The GHBMC 50^th percentile male simplified occupant model was used as the seated pedestrian and the EuroNCAP family car and sports utility vehicle models were used as the impacting vehicles. The seated pedestrian was impacted by the two vehicles at three different locations on the vehicle and at 30 and 40 km/h. In 75% of the impacts the pedestrian was ejected from the wheelchair. In the rest of the impacts, the pedestrian and wheelchair were pinned to the vehicle and the pedestrian was not ejected. The underlying causes of seated pedestrian mortality in these impacts were head and brain injury. Life-threatening head injury risks (0.0% - 100%) were caused by the ground-pedestrian contact, and life-threatening brain injury risks (0.0 - 97.9%) were caused by the initial vehicle-wheelchair contact and ground-pedestrian contact. Thoracic and abdominal compression reported no risks of life-threatening injuries, but may do so in faster impacts or with different wheelchair designs. Protective equipment such as the wheelchair seatbelt or personal airbag may be useful in reducing injury risks but future research is required to investigate their efficacy.

Effect of Tissue Erosion Modeling Techniques on Pedestrian Impact Kinematics

The pedestrian is one of the most vulnerable road users and has experienced increased numbers of injuries and deaths caused by car-to-pedestrian collisions over the last decade. To curb this trend, finite element models of pedestrians have been developed to investigate pedestrian protection in vehicle impact simulations. While useful, modeling practices vary across research groups, especially when applying knee/ankle ligament and bone failure. To help better standardize modeling practices this study explored the effect of knee ligament and bone element elimination on pedestrian impact outcomes. A male 50th percentile model was impacted by three European generic vehicles at 30, 40, and 50 km/h. The pedestrian model was set to three element elimination settings: the "Off-model" didn't allow any element erosion, the "Lig-model" allowed lower-extremity ligament erosion, and the "All-model" allowed lower-extremity ligament and bone erosion. Failure toggling had a significant effect on impact outcomes (0 < p ≤ 0.03). The head impact time response was typically the smallest for the "Off-model" while the wrap around distance response was always largest for the All-model. Moderate differences in maximum vehicle-pedestrian contact forces across elimination techniques were reported in this study (0.1 - 1.7 kN). Future work will examine additional failure modelling approaches, model anthropometries and vehicles to expand this investigation.

A validated lower extremity model to investigate the effect of stabilizing knee components in pedestrian collisions

Lower extremity injuries account for over 50% of pedestrian orthopedic injuries in car-to-pedestrian collisions. Pedestrian finite element models are useful tools for studying pedestrian safety, but current models use simplified knee models that exclude potentially important stabilizing knee components. The effect of these stabilizing components in pedestrian impacts is currently unknown. The goal of this study was to develop a detailed lower-extremity model to investigate the effect of these stabilizing components on pedestrian biomechanics. In this study the Global Human Body Model Consortium male 50th percentile pedestrian model lower body was updated to include various stabilizing knee components, enhance geometric anatomical accuracy of previously modeled soft tissue structures, and update hard and soft tissue material models. The original and updated models were compared across 13 validation tests and the updated model reported significantly ( p = 0.01) larger CORA scores (0.73 ± 0.15) than the original model (0.56 ± 0.20). To investigate the effect of the new stabilizing knee components the updated model had its stabilizing components severed. The severed and intact models were impacted by the EuroNCAP SUV and family car models at 30 and 40 km/h. The intact and severed models reported nearly identical head impact times, wrap around distances, and lower-extremity injury outcomes in all four impacts, but the stabilizing components reduced the varus knee angle of the secondarily impacted leg by up to 4.9°. The stabilizing components may prevent secondary impacted leg injuries in lower intensity impacts but overall had little effect on pedestrian biomechanical outcomes.

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

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

A detailed finite element model of a mid-sized male for the investigation of traffic pedestrian accidents

The pedestrian is one of the most vulnerable road users and comprises approximately 23% of the road crash-related fatalities in the world. To protect pedestrians during Car-to-Pedestrian Collisions (CPC), subsystem impact tests are used in regulations. These tests provide insight but cannot characterize the complex vehicle-pedestrian interaction. The main purpose of this study was to develop and validate a detailed pedestrian Finite Element (FE) model corresponding to a 50th percentile male to predict CPC induced injuries. The model geometry was reconstructed using a multi-modality protocol from medical images and exterior scan data corresponding to a mid-sized male volunteer. To investigate injury response, this model included internal organs, muscles and vessels. The lower extremity, shoulder and upper body of the model were validated against Post Mortem Human Surrogate (PMHS) test data in valgus bending, and lateral/anterior-lateral blunt impacts, respectively. The whole-body pedestrian model was validated in CPC simulations using a mid-sized sedan and simplified generic vehicles bucks and previously unpublished PMHS coronal knee angle data. In the component validations, the responses of the FE model were mostly within PMHS test corridors and in whole body validations the kinematic and injury responses predicted by the model showed similar trends to PMHS test data. Overall, the detailed model showed higher biofidelity, especially in the upper body regions, compared to a previously reported simplified pedestrian model, which recommends using it in future pedestrian automotive safety research.

Between-session reliability of subject-specific musculoskeletal models of the spine derived from optoelectronic motion capture data

This study evaluated the between-session reliability of creating subject-specific musculoskeletal models with optoelectronic motion capture data, and using them to estimate spine loading. Nineteen healthy participants aged 24-74 years underwent the same set of measurements on two separate occasions. Retroreflective markers were placed on anatomical regions, including C7, T1, T4, T5, T8, T9, T12 and L1 spinous processes, pelvis, upper and lower limbs, and head. We created full-body musculoskeletal models with detailed thoracolumbar spines, and scaled these to create subject-specific models for each individual and each session. Models were scaled from distances between markers, and spine curvature was adjusted according to marker-estimated measurements. Using these models, we estimated vertebral compressive loading for five different standardized postures: neutral standing, 45˚ trunk flexion, 15˚ trunk extension, 20˚ lateral bend to the right, and 45˚ axial rotation to the right. Intraclass correlation coefficients (ICCs) and standard error of measurement were calculated as measures of between-session reliability and measurement error, respectively. Spine curvature measures showed excellent reliability (ICC = 0.79-0.91) and body scaling segments showed fair to excellent reliability (ICC = 0.46-0.95). We found that musculoskeletal models showed mostly excellent between-session reliability to estimate spine loading, with 91% of ICC values > 0.75 for all activities. This information is a necessary precursor for using motion capture data to estimate spine loading from subject-specific musculoskeletal models, and suggests that marker data will deliver reproducible subject-specific models and estimates of spine loading.

Spinal Compressive Forces in Adolescent Idiopathic Scoliosis With and Without Carrying Loads: A Musculoskeletal Modeling Study

The pathomechanisms of curve progression in adolescent idiopathic scoliosis (AIS) remain poorly understood and biomechanical data are limited. A deeper insight into spinal loading could provide valuable information toward the improvement of current treatment strategies. This work therefore aimed at using subject-specific musculoskeletal full-body models of patients with AIS to predict segmental compressive forces around the curve apex and to investigate how these forces are affected by simulated load carrying. Models were created based on spatially calibrated biplanar radiographic images from 24 patients with mild to moderate AIS and validated by comparing predictions of paravertebral muscle activity with reported values from in vivo studies. Spinal compressive forces were predicted during unloaded upright standing as well as standing with external loads of 10, 15, and 20% of body weight (BW) applied to the scapulae to simulate carrying a backpack in the regular way on the back as well as in front of the body and over the shoulder on the concave and convex sides of the scoliotic curve. The predicted muscle activities around the curve apex were higher on the convex side for the erector spinae (ES) and multifidi (MF) muscles, which was comparable to the EMG-based in vivo measurements from the literature. In terms of spinal loading, the implementation of spinal deformity resulted in a 10% increase of compressive force at the curve apex during unloaded upright standing. Apical compressive forces further increased by 50–62% for a simulated 10% BW load and by 77–94% and 103–128% for 15% and 20% BW loads, respectively. Moreover, load-dependent compressive force increases were the lowest in the regular backpack and the highest in the frontpack and convex conditions, with concave side-carrying forces in between. The predictions indicated increased segmental compressive forces during unloaded upright standing, which could be ascribed to the scoliotic deformation. When carrying loads, compressive forces further increased depending on the carrying mode and the weight of the load. These results can be used as a basis for further studies investigating segmental loading in AIS patients during functional activities. Models can thereby be created using the same approach as proposed in this study.

Musculoskeletal full-body models including a detailed thoracolumbar spine for children and adolescents aged 6-18 years

Currently available musculoskeletal inverse-dynamics thoracolumbar spine models are entirely based on data from adults and might therefore not be applicable for simulations in children and adolescents. In addition, these models lack lower extremities, which are required for comprehensive evaluations of functional activities or therapeutic exercises. We therefore created OpenSim-based musculoskeletal full-body models including a detailed thoracolumbar spine for children and adolescents aged 6-18 years and validated by comparing model predictions to in vivo data. After combining our recently developed adult thoracolumbar spine model with a lower extremity model, children and adolescent models were created for each year of age by adjusting segmental length and mass distribution, center of mass positions and moments of inertia of the major body segments as well as sagittal pelvis and spine alignment based on literature data. Similarly, muscle strength properties were adjusted based on CT-derived cross-sectional area measurements. Simulations were conducted from in vivo studies reported in the literature involving children and adolescents evaluating maximum trunk muscle strength (MTMS), lumbar disc compressibility (LDC), intradiscal pressure (IDP) and trunk muscle activity (MA). Model predictions correlated highly with in vivo data (MTMS: r ≥ 0.82, p ≤ 0.03; LDC: r = 0.77, p < 0.001; IDP: r ≥ 0.78, p < 0.001; MA: r ≥ 0.90, p < 0.001), indicating suitability for the reasonably accurate prediction of maximal trunk muscle strength, segmental loading and trunk muscle activity in children and adolescents. When aiming at investigating children or adolescents with pathologies such as idiopathic scoliosis, our models can serve as a basis for the creation of deformed spine models and for comparative purposes.