Stapp car crash journal最新文献

{"title":"Relation Between Sacroilium and Other Pelvic Fractures Based on Real-World Automotive Accidents.","authors":"Philippe Petit,&nbsp;Xavier Trosseille,&nbsp;Sophie Cuny,&nbsp;Matthieu Lebarbé,&nbsp;Pascal Baudrit,&nbsp;Sabine Compigne,&nbsp;Mitsutoshi Masuda","doi":"10.4271/2018-22-0010","DOIUrl":"https://doi.org/10.4271/2018-22-0010","url":null,"abstract":"<p><p>The study firstly aimed at looking whether sacroilium (SI) fractures could be sustained as unique pelvic injuries in side impact real world automotive accidents. Secondarily, the sacroilium fractures observed in conjunction with other pelvic fractures were analyzed to investigate the existence of injury association patterns. Two real world accident databases were searched for SI fractures. The occupants selected were front car passengers older than 16, involved in side, oblique or frontal impact, with AIS2+ pelvic injuries. In frontal impact, only the belted occupants were selected. The cases were sorted by the principal direction of force (dof) and the type of pelvic injury, namely SI, pubic rami, iliac wing, acetabulum, pubic symphysis, and sacrum injuries. The relation between SI and pubic rami injuries were investigated first. The first database is an accident database composed of cases collected in France by car manufacturers over a period of approximately 40 years. In total it contains approximately 28 000 occupants involved in all types of accident configurations. The occupant injuries, as well as the vehicle deformations, are described in detail. The second database gathered accident cases from 7 zones monitored in Great Britain over a period ranging from 1998 to 2005. All the cases collected include at least one towed away vehicle with at least one injured occupant. In total the database contains approximately 15 000 occupants. The occupant injuries are described in details and autopsy reports were screened when available. Results - In the French database, 39 occupants sustained SI fractures. Out of 39 SI fractures, 32 were associated with pubic rami fractures and 5 additional were associated with other pelvis ring fractures. In the UK database, 46 occupants sustained SI fractures. Out of 46 SI fractures, 34 were associated with pubic rami fractures and 8 additional were associated with other pelvis ring fractures. In side impact (dof 2, 3, 4, 8, 9 or 10 o'clock), in the cases where the side is known for both the SI fractures and pelvic ring injuries, both injuries were on the same side in 70% of the cases. Overall, out of 85 SI fractures cases, only one was clearly identified as occurring with no other pelvic injury and 3 with pelvic injuries other than pelvic ring injury. Conclusions - Overall, from the real world automotive accidents selected at any dof, SI fractures were observed to be associated with other pelvic ring fractures in 96% of the cases. On the reverse, in side impact (dof 2, 3, 4, 8, 9 or 10 o'clock in the LAB database), 89% of the pubic rami fractures occurred without any SI fractures. From a mechanical standing point, it suggests that the SI fractures is a structure more resistant than the rest of the pelvic ring. Overall, 70% of SI fractures were observed in various types of side impacts and 30% in frontal impacts.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"379-391"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36823577","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Validation of a Finite Element 50th Percentile THOR Anthropomorphic Test Device in Multiple Sled Test Configurations.","authors":"Kyle P McNamara,&nbsp;Derek A Jones,&nbsp;James P Gaewsky,&nbsp;Jacob B Putnam,&nbsp;Jeffrey T Somers,&nbsp;Ashley A Weaver,&nbsp;Joel D Stitzel","doi":"10.4271/2018-22-0012","DOIUrl":"https://doi.org/10.4271/2018-22-0012","url":null,"abstract":"<p><p>Computational models of anthropomorphic test devices (ATDs) can be used in crash simulations to quantify the injury risks to occupants in both a cost-effective and time-sensitive manner. The purpose of this study was to validate the performance of a 50^th percentile THOR finite element (FE) model against a physical THOR ATD in 11 unique loading scenarios. Physical tests used for validation were performed on a Horizontal Impact Accelerator (HIA) where the peak sled acceleration ranged from 8-20 G and the time to peak acceleration ranged from 40-110 ms. The directions of sled acceleration relative to the THOR model consisted of -GX (frontal impact), +GY (left-sided lateral impact), and +GZ (downward vertical impact) orientations. Simulation responses were compared to physical tests using the CORrelation and Analysis (CORA) method. Using a weighted method, the average response and standard error by direction was +GY (0.83±0.03), -GX (0.80±0.01), and +GZ (0.76±0.03). Qualitative and quantitative results demonstrated the FE model's kinetics and kinematics were sufficiently validated against its counterpart physical model in the tested loading directions.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"415-442"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36823579","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Front Airbag Deployment Rates in Real-World Car Accidents in Japan and Implications for Activation of Accident Emergency Calling System.","authors":"Yasuhiro Matsui,&nbsp;Shoko Oikawa","doi":"10.4271/2018-22-0011","DOIUrl":"https://doi.org/10.4271/2018-22-0011","url":null,"abstract":"<p><p>Accident emergency calling systems (AECSs) are signaled by the deployment of airbags, which causes them to automatically emit information providing the location of the accident site to a public service answering party (PSAP). In some realworld accidents, airbags have failed to deploy. This study clarifies the factors that influence the nondeployment of front airbags in vehicle-vehicle collisions, investigating nondeployment of the driver-side front airbags in sedans and light passenger cars (LPCs) from Japanese accident data. The component rates of deployment for front airbags tend to be higher than those of nondeployment at higher values of pseudo-ΔV in vehicle-vehicle frontal impacts. For both sedans and LPCs, the transition zones between nondeployment and deployment of the front airbag occur at pseudo-ΔV values of 30-50 km/h (ΔV ≈ 21-35 km/h). For mutual impact locations where sedans and LPCs impact opponent vehicles at pseudo-ΔV ≥ 40 km/h (ΔV ≈ 28 km/h) in frontal impacts, the component rate of front airbag nondeployment is higher than that of deployment in right-to-right impacts. The results indicate that factors influencing front airbag nondeployment in vehicle-vehicle collisions are ΔV, impact offset configuration, and crossing angle. Considering front airbag nondeployment in real-world accidents, AECSs should have other functions, such as a manual button, to emit information in addition to automatic emission via airbag signaling.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"393-413"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36823578","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Analysis of the Frequency and Mechanism of Injury to Warfighters in the Under-body Blast Environment.","authors":"Kerry Danelson,&nbsp;Laura Watkins,&nbsp;Jonathan Hendricks,&nbsp;Patricia Frounfelker,&nbsp;Karen Pizzolato-Heine,&nbsp;Ray Valentine,&nbsp;Kathryn Loftis","doi":"10.4271/2018-22-0014","DOIUrl":"https://doi.org/10.4271/2018-22-0014","url":null,"abstract":"<p><p>During Operation Iraqi Freedom and Operation Enduring Freedom, improvised explosive devices were used strategically and with increasing frequency. To effectively design countermeasures for this environment, the Department of Defense identified the need for an under-body blast-specific Warrior Injury Assessment Manikin (WIAMan). To help with this design, information on Warfighter injuries in mounted under-body blast attacks was obtained from the Joint Trauma Analysis and Prevention of Injury in Combat program through their Request for Information interface. The events selected were evaluated by Department of the Army personnel to confirm they were representative of the loading environment expected for the WIAMan. A military case review was conducted for all AIS 2+ fractures with supporting radiology. In Warfighters whose injuries were reviewed, 79% had a foot, ankle or leg AIS 2+ fracture. Distal tibia, distal fibula, and calcaneus fractures were the most prevalent. The most common injury mechanisms were bending with probable vehicle contact (leg) and compression (foot). The most severe injuries sustained by Warfighters were to the pelvis, lumbar spine, and thoracic spine. These injuries were attributed to a compressive load from the seat pan that directly loaded the pelvis or created flexion in the lumbar spine. Rare types of injuries included severe abdominal organ injury, severe brain injury, and cervical spine injury. These typically occurred in conjunction with other fractures. Mitigating the frequently observed skeletal injuries using the WIAMan would have substantial long-term benefits for Warfighters.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"489-513"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36823584","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The Effects of Inboard Shoulder Belt and Lap Belt Loadings on Chest Deflection.","authors":"Koji Mizuno,&nbsp;Ryoichi Yoshida,&nbsp;Yutaka Nakajima,&nbsp;Yoshihiko Tanaka,&nbsp;Ryota Ishigaki,&nbsp;Naruyuki Hosokawa,&nbsp;Yoshinori Tanaka,&nbsp;Masahito Hitosugi","doi":"10.4271/2018-22-0002","DOIUrl":"https://doi.org/10.4271/2018-22-0002","url":null,"abstract":"<p><p>Chest injuries occur frequently in frontal collisions. During impact, tension in the lap belt is transferred to the inboard shoulder belt, which compresses the lower ribs of the occupant. In this research, inboard shoulder belt and lap belt geometries and forces were investigated to reduce chest deflection. First, the inboard shoulder belt geometry was changed by the lap/shoulder belt (L/S) junction for the rear seat occupant in sled tests using Hybrid III finite element simulation, sled tests and THOR simulation. As the L/S junction was closer to the ASIS (anterior superior iliac spine), chest deflection of the Hybrid III was smaller. The L/S junction around the ilium has the potential to reduce chest deflection without significant increase of head excursion. For THOR, although the chest deflection reduction effect due to closer L/S junction to the ASIS was observed, chest deflection was still substantially large since the lap belt overrode the ASIS. Second, measures to hook the ASIS of the THOR by the lap belt were examined. Sled tests at 30 and 50 km/h were conducted with THOR in the rear seat, and it was demonstrated that the outboard lap belt and buckle pretensioners improved the lap belt and ASIS interaction, and were also useful in reducing the deflection at the inboard-side of the lower chest. Finally, the lap belt overlap with the ASIS was compared among 10 volunteers, Hybrid III, and THOR. Some volunteers had the ASIS located at the torso-thigh junction, and the lap belt did not overlap the ASIS sufficiently. However, although the ASIS location of THOR is also at the torso-thigh junction, the lap belt overlapped the ASIS because of the abdomen's and femur's shape. In the future, it will be necessary to consider that the outboard lap belt and buckle pretensioners are also effective for the ASIS restraint of all human car occupants.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"67-91"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36824067","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Reference PMHS Sled Tests to Assess Submarining of the Small Female.","authors":"Xavier Trosseille,&nbsp;Philippe Petit,&nbsp;Jérôme Uriot,&nbsp;Pascal Potier,&nbsp;Pascal Baudrit,&nbsp;Olivier Richard,&nbsp;Sabine Compigne,&nbsp;Mitsutoshi Masuda,&nbsp;Richard Douard","doi":"10.4271/2018-22-0003","DOIUrl":"https://doi.org/10.4271/2018-22-0003","url":null,"abstract":"<p><p>In the last decade, extensive efforts have been made to understand the physics of submarining and its consequences in terms of abdominal injuries. For that purpose, 27 Post Mortem Human Subject (PMHS) tests were performed in well controlled conditions on a sled and response corridors were provided to assess the biofidelity of dummies or human body models. All these efforts were based on the 50th percentile male. In parallel, efforts were initiated to transfer the understanding of submarining and the prediction criteria to the THOR dummies. Both the biofidelity targets and the criteria were scaled down from the 50th percentile male to the 5th percentile THOR female. The objective of this project was to run a set of reference PMHS tests in order to check the biofidelity of the THOR F05 in terms of submarining. Three series of tests were performed on nine PMHS, the first one was designed to avoid submarining, the second and third ones were designed to result in submarining. In the first configuration, no submarining was observed in 3 cases out of 4 and only one iliac wing fracture occurred in one subject. In the second and third configurations, all subjects but one sustained submarining. In addition, two subjects out of three in the third configuration sustained substantial iliac wing fractures. Nevertheless, all configurations can be represented by at least one or several cases without any pelvis fracture. Corridors were constructed for the external forces and the PMHS kinematics. They are provided in this paper as new experimental references to assess the biofidelity of small female human surrogates in different configurations where submarining did or did not occur.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"93-118"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36824068","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Injury Risk Curves for the Human Cervical Spine from Inferior-to-Superior Loading.","authors":"Narayan Yoganandan,&nbsp;Sajal Chirvi,&nbsp;Frank A Pintar,&nbsp;Anjishnu Banerjee,&nbsp;Liming Voo","doi":"10.4271/2018-22-0006","DOIUrl":"https://doi.org/10.4271/2018-22-0006","url":null,"abstract":"<p><p>Cervical spine injuries can occur in military scenarios from events such as underbody blast events. Such scenarios impart inferior-to-superior loads to the spine. The objective of this study is to develop human injury risk curves (IRCs) under this loading mode using Post Mortem Human Surrogates (PMHS). Twenty-five PMHS head-neck complexes were obtained, screened for pre-existing trauma, bone densities were determined, pre-tests radiological images were taken, fixed in polymethylmethacrylate at the T2-T3 level, a load cell was attached to the distal end of the preparation, positioned end on custom vertical accelerator device based on the military-seating posture, donned with a combat helmet, and impacted at the base. Posttest images were obtained, and gross dissection was done to confirm injuries to all specimens. Axial and resultant forces at the cervico-thoracic joint was used to develop the IRCs using survival analysis. Data were censored into left, interval, and uncensored observations. The Brier score metric was used to rank the variables. The optimal metric describing the underlying response to injury was associated with the axial force, ranking slightly greater than the resultant force, both with BMD covariates. The results from the survival analysis indicated all IRCs are in the \"fair\" to \"good\" category, at all risk levels. The BMD was found to be a significant covariate that best describes the response of the helmeted head-neck specimens to injury. The present experimental protocol and IRCs can be used to conduct additional tests, matched-pair tests with the WIAMan and/or other devices to obtain injury assessment risk curves (IARCs) and injury assessment risk values (IARVs) to predict injury in crash environments, and these data can also be used for validating component-based head-neck and human body computational models.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"271-292"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36824071","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Modelling of an Adjustable Generic Simplified Vehicle for Pedestrian Impact and Simulations of Corresponding Reference PMHS Tests Using the GHBMC 50^th Percentile Male Pedestrian Simplified Model.","authors":"Eric Song,&nbsp;Philippe Petit,&nbsp;Jerome Uriot","doi":"10.4271/2018-22-0013","DOIUrl":"https://doi.org/10.4271/2018-22-0013","url":null,"abstract":"<p><p>In a previous study (Song et al. 2017), an adjustable generic simplified vehicle buck was developed; eleven PMHS were impacted by the buck representing a SUV, a van and a sedan successively; and biofidelity corridors were established. The objectives of the current study were 1) to develop the computational model of the buck, and 2) to simulate these PMHS tests with the buck model and to assess the biofidelity of the GHBMC 50^th percentile male pedestrian simplified model (GHBMC M50-PS). First, coupon tensile tests and static and dynamic compression tests were performed on the steel tubes representing the bonnet leading edge (BLE), the bumper and the spoiler used in the above PMHS tests. Based on these tests, the computational models of the above components were then developed and validated. Next, the buck model was built with the component models, and used to simulate the PMHS tests with the GHBMC M50-PS model. These simulations allowed to evaluate the biofidelity of the GHBMC M50-PS model in terms of 1) impact forces between the pedestrian and the buck, 2) pedestrian kinematics, and 3) injury outcome resulted. The model well predicted the total longitudinal impact force between the pedestrian and the buck for all three vehicle types, with a total CORA score between 0.72 and 0.78. However, the force distribution across the BLE, bumper and spoiler showed some significant deviations. The kinematic response of the model was rated as fair with a total CORA score ranging between 0.52 and 0.58. It seems necessary to increase the compliance of the GHBMC M50-PS model and its energy dissipation capability in order to achieve a better correlation of its kinematic response. Finally, the model predicted more knee ligament ruptures than observed in the PMHS tests, but less bone fracture of the femur and the fibula.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"443-487"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36823580","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Quantification of Skeletal and Soft Tissue Contributions to Thoracic Response in a Dynamic Frontal Loading Scenario.","authors":"Michelle M Murach,&nbsp;Yun-Seok Kang,&nbsp;John H Bolte,&nbsp;David Stark,&nbsp;Rakshit Ramachandra,&nbsp;Amanda M Agnew,&nbsp;Kevin Moorhouse,&nbsp;Jason Stammen","doi":"10.4271/2018-22-0005","DOIUrl":"https://doi.org/10.4271/2018-22-0005","url":null,"abstract":"<p><p>Thoracic injuries continue to be a major health concern in motor vehicle crashes. Previous thoracic research has focused on 50^th percentile males and utilized scaling techniques to apply results to different demographics. Individual rib testing offers the advantage of capturing demographic differences; however, understanding of rib properties in the context of the intact thorax is lacking. Therefore, the objective of this study was to obtain the data necessary to develop a transfer function between individual rib and thoracic response. A series of non-injurious frontal impacts were conducted on six PMHS, creating a loading environment commensurate to previously published individual rib testing. Each PMHS was tested in four tissue states: intact, intact with upper limbs removed, denuded, and eviscerated. Following eviscerated thoracic testing, eight individual mid-level ribs from each PMHS were removed and loaded to failure. A simplified model in which ribs of each thorax are treated as parallel springs was utilized to evaluate the ability of individual rib response data to predict each subject's eviscerated thoracic response. On average across subjects, denuded thoraces retained 89% and eviscerated thoraces retained 46% of intact force. Similarly, denuded thoraces retained 70% and eviscerated thoraces retained 30% of intact stiffness. The rib model did not adequately predict eviscerated thoracic response but provided a better understanding of the influence of connective tissue on a rib's behavior with-in the thorax. Results of this study could be used in conjunction with the database of individual rib test results to improve thoracic response targets and help assess biofidelity of current anthropomorphic test devices.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"193-269"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36824070","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Human Shoulder Response to Lateral Impact in Intermediate Loading Conditions Between High-Velocity, Short-Duration and Low-Velocity, Long-Duration.","authors":"Matthieu Lebarbé,&nbsp;Pascal Potier,&nbsp;Jérôme Uriot,&nbsp;Pascal Baudrit,&nbsp;Denis Lafont,&nbsp;Richard Douard","doi":"10.4271/2018-22-0008","DOIUrl":"https://doi.org/10.4271/2018-22-0008","url":null,"abstract":"<p><p>The EuroSID-2re (ES-2re) Anthropomorphic Test Device (ATD) commonly known as the crash test dummy is also used in the military domain to assess the risk of injury of armored vehicles occupants from lateral impact. The loading conditions range from low velocity - long duration impacts (4 m/s - 50 ms) similar to the automotive domain, to high velocity - short duration impacts (28 m/s - 3 ms) corresponding to cases where the panel deforms under an explosion. The human shoulder response to lateral impact was investigated at bounds of the loading condition spectrum previously mentioned, and also at intermediate conditions (14 m/s - 9 ms) in previous studies. The aim of the current study is to provide additional insight at the intermediate loading conditions which are not found in the literature. Eight pure lateral shoulder impact tests were performed on Post Mortem Human Subjects (PMHS) using an 8.1 kg rigid impactor at velocities ranging from 3.3 m/s to 8.8 m/s with the duration ranging from 25 ms to 35 ms. The PMHS were instrumented with accelerometers attached to the sternum, and the upper thoracic spine (T1 vertebra). Strain gages were glued onto the right and left clavicles and ribs 2 to 6. The shoulder force was measured at the interface with the impactor and the impact was filmed by high speed cameras (5000 fps) to track the YZ displacements of the impactor, T1 vertebra, and sternum in the laboratory frame. Three shoulders out of the eight sustained AIS 2 injuries which included a clavicle fracture. The impactor forces ranged from 1200 to 4600 N. The PMHS accelerations ranged from 44 to 163 g at the sternum, and from 17 to 60 g at the T1 vertebra. The analysis of the strain gage signals revealed that the clavicle fractures occurred at the beginning of the impact and coincided with a peak force. An estimate of the acromion-to-shoulder compression (Cmax) was computed. It ranged from 0% to 15% for the non-injured shoulders, and from 19% to 28% for the injured shoulders. This new PMHS test series will be used in a future work to develop a shoulder injury criterion for the ES-2re ATD that is relevant for the whole loading conditions spectrum of the military domain.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"319-357"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36824073","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}