Stapp car crash journal最新文献

{"title":"Sources of Variability in Structural Bending Response of Pediatric and Adult Human Ribs in Dynamic Frontal Impacts.","authors":"Amanda M Agnew,&nbsp;Michelle M Murach,&nbsp;Victoria M Dominguez,&nbsp;Akshara Sreedhar,&nbsp;Elina Misicka,&nbsp;Angela Harden,&nbsp;John H Bolte,&nbsp;Yun-Seok Kang,&nbsp;Jason Stammen,&nbsp;Kevin Moorhouse","doi":"10.4271/2018-22-0004","DOIUrl":"https://doi.org/10.4271/2018-22-0004","url":null,"abstract":"<p><p>Despite safety advances, thoracic injuries in motor vehicle crashes remain a significant source of morbidity and mortality, and rib fractures are the most prevalent of thoracic injuries. The objective of this study was to explore sources of variation in rib structural properties in order to identify sources of differential risk of rib fracture between vehicle occupants. A hierarchical model was employed to quantify the effects of demographic differences and rib geometry on structural properties including stiffness, force, displacement, and energy at failure and yield. Three-hundred forty-seven mid-level ribs from 182 individual anatomical donors were dynamically (~2 m/s) tested to failure in a simplified bending scenario mimicking a frontal thoracic impact. Individuals ranged in age from 4 - 108 years (mean 53 ± 23 years) and included 59 females and 123 males of diverse body sizes. Age, sex, body size, aBMD, whole rib geometry and cross-sectional geometry were explored as predictors of rib structural properties. Measures of cross-sectional rib size (Tt.Ar), bone quantity (Ct.Ar), and bone distribution (Z) generally explained more variation than any other predictors, and were further improved when normalized by rib length (e.g., robustness and WBSI). Cortical thickness (Ct.Th) was not found to be a useful predictor. Rib level predictors performed better than individual level predictors. These findings moderately explain differential risk for rib fracture and with additional exploration of the rib's role in thoracic response, may be able contribute to ATD and HBM development and alterations in addition to improvements to thoracic injury criteria and scaling methods.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"119-192"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36824069","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":"A Reanalysis of Experimental Brain Strain Data: Implication for Finite Element Head Model Validation.","authors":"Zhou Zhou,&nbsp;Xiaogai Li,&nbsp;Svein Kleiven,&nbsp;Chirag S Shah,&nbsp;Warren N Hardy","doi":"10.4271/2018-22-0007","DOIUrl":"https://doi.org/10.4271/2018-22-0007","url":null,"abstract":"<p><p>Relative motion between the brain and skull and brain deformation are biomechanics aspects associated with many types of traumatic brain injury (TBI). Thus far, there is only one experimental endeavor (Hardy et al., 2007) reported brain strain under loading conditions commensurate with levels that were capable of producing injury. Most of the existing finite element (FE) head models are validated against brain-skull relative motion and then used for TBI prediction based on strain metrics. However, the suitability of using a model validated against brain-skull relative motion for strain prediction remains to be determined. To partially address the deficiency of experimental brain deformation data, this study revisits the only existing dynamic experimental brain strain data and updates the original calculations, which reflect incremental strain changes. The brain strain is recomputed by imposing the measured motion of neutral density target (NDT) to the NDT triad model. The revised brain strain and the brain-skull relative motion data are then used to test the hypothesis that an FE head model validated against brainskull relative motion does not guarantee its accuracy in terms of brain strain prediction. To this end, responses of brain strain and brain-skull relative motion of a previously developed FE head model (Kleiven, 2007) are compared with available experimental data. CORrelation and Analysis (CORA) and Normalized Integral Square Error (NISE) are employed to evaluate model validation performance for both brain strain and brain-skull relative motion. Correlation analyses (Pearson coefficient) are conducted between average cluster peak strain and average cluster peak brain-skull relative motion, and also between brain strain validation scores and brain-skull relative motion validation scores. The results show no significant correlations, neither between experimentally acquired peaks nor between computationally determined validation scores. These findings indicate that a head model validated against brain-skull relative motion may not be sufficient to assure its strain prediction accuracy. It is suggested that a FE head model with intended use for strain prediction should be validated against the experimental brain deformation data and not just the brain-skull relative motion.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"62 ","pages":"293-318"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"36824072","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 Repeatability and Reproducibility Standards of ATD Response for the Correlation Method.","authors":"Lan Xu,&nbsp;Guy Nusholtz","doi":"10.4271/2017-22-0010","DOIUrl":"https://doi.org/10.4271/2017-22-0010","url":null,"abstract":"<p><p>Statistical methods, using the entire time-history, can be used to assess the impact response of an ATD (Anthropomorphic Test Device) in terms of its repeatability and reproducibility. In general, the methods generate a correlation relationship described as shape, magnitude and phase-difference between two time-histories' in a given set of similar tests: for repeatability the relationship it is for the same ATD, for reproducibility it is for different ATDs of the same design and for biofidelity it is a relationship between ATDs and biomechanical response data from a series of human surrogate impact tests. The method uses the phase relationship to minimize the difference between any two time-histories through an alignment procedure and the magnitude and shape correlations are used to generate a parametric evaluation of the differences between any two time-histories, or set of time-histories. This paper introduces a variance analysis using the entire time history to build additional foundation to the parametric evaluations using the magnitude and shape correlations and how they can be used to define repeatability and reproducibility ratings/criterion. The proposed methodology has been evaluated using two data sets based on HIII 50th dummy's chest acceleration time histories observed in USNCAP tests. The first set consists of five tests from a single Lab. The second set consists of seven tests from labs different from the first set. A time-history parameter, V, (the normalized summation of squared point to point difference between a pair of signals) was introduced and used to perform statistical analysis of Variance (ANOVA) of the reproducibility of the time histories under investigation. In particular, the V-parameter has been analyzed using both ANOVA and T-test approaches. The relationship between the parameter V and the parameters shape correlation and magnitude correlation is derived analytically. Using this relationship, criterions have been defined for reproducibility and/or repeatability with respect to the shape and magnitude correlations metrics. The criterions have been developed using a limited data set and may change as more data becomes available and is analyzed.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"61 ","pages":"277-285"},"PeriodicalIF":0.0,"publicationDate":"2017-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"35787389","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 High Velocity Lateral Impact.","authors":"Matthieu Lebarbé,&nbsp;Philippe Vezin,&nbsp;Frédéric Rongiéras,&nbsp;Denis Lafont","doi":"10.4271/2017-22-0002","DOIUrl":"https://doi.org/10.4271/2017-22-0002","url":null,"abstract":"<p><p>The armies of the North Atlantic Treaty Organization need a shoulder injury criterion for the EuroSID-2re dummy that must be reliable over a large range of loading conditions, from high velocity, short duration impacts (28 m/s - 3 ms) to low velocity long, duration impacts (4 m/s - 50 ms). In the literature, the human shoulder response to lateral impact was investigated at bounds of the loading condition spectrum as previously mentioned. For the low velocities, the injuries were mainly clavicle fractures and the maximum compression between the acromion and the sternum (Cmax) was proposed as an injury criterion. For the high velocities, the typical injury was humerus fractures, including a crushed humeral head. The present study investigates the human shoulder response at an intermediate loading condition (14 m/s - 9 ms). Six lateral shoulder impact tests have been performed with three Post Mortem Human Subjects using a rigid impactor. The duration of the impact was controlled by means of an aluminum honeycomb that decelerated the impactor during the impact. The shoulder external deflection (impactor-to-sternum) ranged between 40 to 64 mm and the applied forces ranged from 4.3 kN to 8 kN. Four shoulders out of six sustained AIS2 injuries. Two acromio-clavicular joint dislocations, one clavicle fracture, and one scapula fracture were observed. Though the shoulder force responses were closer to those induced by the high velocity, short duration impacts, the injury patterns resembled those observed for low velocity, long duration loading conditions. Furthermore, the estimated acromion-to-sternum deflection values were not inconsistent with the prediction of the shoulder injury risk curve of the literature. Despite the relatively high-velocity impact (14.3 m/s), the shoulder injury mechanism appeared to be similar to those observed in the automotive field.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"61 ","pages":"27-51"},"PeriodicalIF":0.0,"publicationDate":"2017-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"35788383","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":"New Reference PMHS Tests to Assess Whole-Body Pedestrian Impact Using a Simplified Generic Vehicle Front-End.","authors":"Eric Song,&nbsp;Philippe Petit,&nbsp;Xavier Trosseille,&nbsp;Jerome Uriot,&nbsp;Pascal Potier,&nbsp;Denis Dubois,&nbsp;Richard Douard","doi":"10.4271/2017-22-0012","DOIUrl":"https://doi.org/10.4271/2017-22-0012","url":null,"abstract":"<p><p>This study aims to provide a set of reference post-mortem human subject tests which can be used, with easily reproducible test conditions, for developing and/or validating pedestrian dummies and computational human body models against a road vehicle. An adjustable generic buck was first developed to represent vehicle front-ends. It was composed of four components: two steel cylindrical tubes screwed on rigid supports in V-form represent the bumper and spoiler respectively, a quarter of a steel cylindrical tube represents the bonnet leading edge, and a steel plate represents the bonnet. These components were positioned differently to represent three types of vehicle profile: a sedan, a SUV and a van. Eleven post-mortem human subjects were then impacted laterally in a mid-gait stance by the bucks at 40 km/h: three tests with the sedan, five with the SUV, and three with the van. Kinematics of the subjects were recorded via high speed videos, impact forces between the subjects and the bucks were measured via load cells behind each tube, femur and tibia deformation and fractures were monitored via gauges on these bones. Based on these tests, biofidelity corridors were established in terms of: 1) displacement time history and trajectory of the head, shoulder, T1, T4, T12, sacrum, knee and ankle, 2) impact forces between the subjects and the buck. Injury outcome was established for each PMHS via autopsy. Simplicity of its geometry and use of standard steel tubes and plates for the buck will make it easy to perform future, new post-mortem human subject tests in the same conditions, or to assess dummies or computational human body models using these reference tests.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"61 ","pages":"299-354"},"PeriodicalIF":0.0,"publicationDate":"2017-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"35787392","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":"Strain-Rate Dependency of Axonal Tolerance for Uniaxial Stretching.","authors":"Hiromichi Nakadate,&nbsp;Evrim Kurtoglu,&nbsp;Hidenori Furukawa,&nbsp;Shoko Oikawa,&nbsp;Shigeru Aomura,&nbsp;Akira Kakuta,&nbsp;Yasuhiro Matsui","doi":"10.4271/2017-22-0003","DOIUrl":"https://doi.org/10.4271/2017-22-0003","url":null,"abstract":"<p><p>This study aims to clarify the relation between axonal deformation and the onset of axonal injury. Firstly, to examine the influence of strain rate on the threshold for axonal injury, cultured neurons were subjected to 12 types of stretching (strains were 0.10, 0.15, and 0.20 and strain rates were 10, 30, 50, and 70 s^-1). The formation of axonal swellings and bulbs increased significantly at strain rates of 50 and 30 s^-1 with strains of 0.15 and 0.20, respectively, even though those formations did not depend on strain rates in cultures exposed to a strain of 0.10. Then, to examine the influence of the strain along an axon on axonal injury, swellings were measured at every axonal angle in the stretching direction. The axons that were parallel to stretching direction were injured the most. Finally, we proposed an experimental model that subjected an axon to more accurate strain. This model observed the process of axonal injury formation by detecting the same neuron before and after stretching. These results suggest that the strain-rate dependency of axonal tolerance is induced by a higher magnitude of loading strain and an experiment focusing on axonal strain is required for obtaining more detailed injury criteria for an axon.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"61 ","pages":"53-65"},"PeriodicalIF":0.0,"publicationDate":"2017-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"35788384","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":"Biomechanics of Lumbar Motion-Segments in Dynamic Compression.","authors":"Mike W J Arun,&nbsp;Prasannaah Hadagali,&nbsp;Klaus Driesslein,&nbsp;William Curry,&nbsp;Narayan Yoganandan,&nbsp;Frank A Pintar","doi":"10.4271/2017-22-0001","DOIUrl":"https://doi.org/10.4271/2017-22-0001","url":null,"abstract":"<p><p>Recent epidemiology studies have reported increase in lumbar spine injuries in frontal crashes. Whole human body finite element models (FEHBM) are frequently used to delineate mechanisms of such injuries. However, the accuracy of these models in mimicking the response of human spine relies on the characterization data of the spine model. The current study set out to generate characterization data that can be input to FEHBM lumbar spine, to obtain biofidelic responses from the models. Twenty-five lumbar functional spinal units were tested under compressive loading. A hydraulic testing machine was used to load the superior ends of the specimens. A 75N load was placed on the superior PMMA to remove the laxity in the joint and mimic the physiological load. There were three loading sequences, namely, preconditioning, 0.5 m/s (non-injurious) and 1.0 m/s (failure). Forces and displacements were collected using six-axis load cell and VICON targets. In addition, acoustic signals were collected to identify the times of failures. Finally, response corridors were generated for the two speeds. To demonstrate the corridors, GHBMC FE model was simulated in frontal impact condition with the default and updated lumbar stiffness. Bi-linear trend was observed in the force versus displacement plots. In the 0.5 m/s tests, mean toe- and linear-region stiffnesses were 0.96±0.37 and 2.44±0.92 kN/mm. In 1.0 m/s tests, the toe and linear-region stiffnesses were 1.13±0.56 and 4.6±2.5 kN/mm. Lumbar joints demonstrated 2.5 times higher stiffness in the linear-region when the loading rate was increased by 0.5 m/s.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"61 ","pages":"1-25"},"PeriodicalIF":0.0,"publicationDate":"2017-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"35788382","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":"Association of Impact Velocity with Serious-injury and Fatality Risks to Cyclists in Commercial Truck-Cyclist Accidents.","authors":"Yasuhiro Matsui,&nbsp;Shoko Oikawa,&nbsp;Kazuhiro Sorimachi,&nbsp;Akira Imanishi,&nbsp;Takeshi Fujimura","doi":"10.4271/2017-22-0013","DOIUrl":"https://doi.org/10.4271/2017-22-0013","url":null,"abstract":"<p><p>This study aimed to clarify the relationship between truck-cyclist collision impact velocity and the serious-injury and fatality risks to cyclists, and to investigate the effects of road type and driving scenario on the frequency of cyclist fatalities due to collisions with vehicles. We used micro and macro truck-cyclist collision data from the Japanese Institute for Traffic Accident Research and Data Analysis (ITARDA) database. We classified vehicle type into five categories: heavy-duty trucks (gross vehicle weight [GVW] ≥11 × 10³ kg [11 tons (t)], medium-duty trucks (5 × 10³ kg [5 t] ≤ GVW < 11 × 10³ kg [11 t]), light-duty trucks (GVW <5 × 10³ kg [5 t]), box vans, and sedans. The fatality risk was ≤5% for light-duty trucks, box vans, and sedans at impact velocities ≤40 km/h and for medium-duty trucks at impact velocities ≤30 km/h. The fatality risk was 6% for heavy-duty trucks at impact velocities ≤10 km/h. Thus, the fatality risk appears strongly associated with vehicle class and impact velocity. The results revealed that a 10 km/h reduction in impact velocities could mitigate the severity of cyclist injuries at impact velocities ≥30 km/h for all five vehicle types. The frequency of cyclist fatalities at intersections with traffic signals involving heavy-duty trucks was significantly higher during daytime than that at nighttime. Fatalities involving vehicles making a left turn generally increased with vehicle weight. The frequency of cyclist fatalities involving vehicles making a left turn was the largest for heavy-duty trucks both during daytime (67.6%) and at nighttime (52.3%).</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"61 ","pages":"355-371"},"PeriodicalIF":0.0,"publicationDate":"2017-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"35787394","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":"Neck Injury Response in High Vertical Accelerations and its Algorithmical Formalization to Mitigate Neck Injuries.","authors":"Julie Klima,&nbsp;Jian Kang,&nbsp;AnnMarie Meldrum,&nbsp;Steven Pankiewicz","doi":"10.4271/2017-22-0008","DOIUrl":"https://doi.org/10.4271/2017-22-0008","url":null,"abstract":"<p><p>Tank Automotive Research, Development and Engineering Center (TARDEC) conducted a comprehensive analysis of data collected during the evaluation of head and neck impact during injurious and non-injurious loading. This evaluation included impact velocity, helmet to roof clearance, and neck angle using a fully instrumented Hybrid III head and neck assembly. The results of this effort were compared against post mortem human subject (PMHS) data from similar testing conducted in conjunction with the Warrior Injury Assessment Manikin (WIAMan) program. The results identified the most severe helmet to roof clearance and neck angles. TARDEC used this knowledge as the foundation for continued research into head and neck impact injury mitigation through the use of passive technology and interior vehicle design.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"61 ","pages":"211-225"},"PeriodicalIF":0.0,"publicationDate":"2017-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"35788387","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":"Development of the CAVEMAN Human Body Model: Validation of Lower Extremity Sub-Injurious Response to Vertical Accelerative Loading.","authors":"Kent Butz,&nbsp;Chad Spurlock,&nbsp;Rajarshi Roy,&nbsp;Cameron Bell,&nbsp;Paul Barrett,&nbsp;Aaron Ward,&nbsp;Xudong Xiao,&nbsp;Allen Shirley,&nbsp;Colin Welch,&nbsp;Kevin Lister","doi":"10.4271/2017-22-0007","DOIUrl":"https://doi.org/10.4271/2017-22-0007","url":null,"abstract":"<p><p>Improving injury prediction accuracy and fidelity for mounted Warfighters has become an area of focus for the U.S. military in response to improvised explosive device (IED) use in both Iraq and Afghanistan. Although the Hybrid III anthropomorphic test device (ATD) has historically been used for crew injury analysis, it is only capable of predicting a few select skeletal injuries. The Computational Anthropomorphic Virtual Experiment Man (CAVEMAN) human body model is being developed to expand the injury analysis capability to both skeletal and soft tissues. The CAVEMAN model is built upon the Zygote 50^th percentile male human CAD model and uses a finite element modeling approach developed for high performance computing (HPC). The lower extremity subset of the CAVEMAN human body model presented herein includes: 28 bones, 26 muscles, 40 ligaments, fascia, cartilage and skin. Sensitivity studies have been conducted with the CAVEMAN lower extremity model to determine the structures critical for load transmission through the leg in the underbody blast (UBB) environment. An evaluation of the CAVEMAN lower extremity biofidelity was also carried out using 14 unique data sets derived by the Warrior Injury Assessment Manikin (WIAMan) program cadaveric lower leg testing. Extension of the CAVEMAN lower extremity model into anatomical tissue failure will provide additional injury prediction capabilities, beyond what is currently achievable using ATDs, to improve occupant survivability analyses within military vehicles.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"61 ","pages":"175-209"},"PeriodicalIF":0.0,"publicationDate":"2017-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.4271/2017-22-0007","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"35787390","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}