Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference最新文献

{"title":"Lateral neck injury assessments in side impact using post mortem human subject tests.","authors":"Narayan Yoganandan, John Humm, Frank A Pintar, Christopher E Wolfla, Dennis J Maiman","doi":"","DOIUrl":"","url":null,"abstract":"<p><p>Current neck injury criteria are based on matching upper cervical spine injuries from piglet tests to airbag deployment loads and pairing kinematics from child dummies. These \"child-based\" scaled data together with adult human cadaver tolerances in axial loading are used to specify neck injury thresholds in axial compression and tension, and flexion and extension moment about the occipital condyles; no thresholds are specified for any other force or moment including lateral bending. The objective of this study was to develop a testing methodology and to determine the lateral bending moment injury threshold under coronal loading. Post mortem human subjects (PMHS) were used. Specimens consisted of whole body and isolated head-neck complexes with intact musculature. Intact specimen positioning included: sitting PMHS upright on a rigid seat, supporting the torso by a plate, maintaining Frankfurt plane horizontal. Isolated head-neck complexes were fixed at T1 with the occiput connected via a custom apparatus to a testing device to induce lateral bending motion. Head angular and linear accelerations and angular velocities were computed using a pyramid nine accelerometer package on the head; specimen-specific physical properties including center of gravity and moments of inertia in the three-dimensions; and equations of equilibrium. These data were used to determine neck loads at the occipital condyles. No specimens sustained injuries, identified by palpation, x-rays, CT, and autopsy. Results from 24 tests indicated that PMHS head-neck complexes can tolerate 75 Nm of coronal moment at low axial load without failure, and this level may be used as an initial estimate of the injury reference value under lateral loading to the human head-neck complex.</p>","PeriodicalId":87875,"journal":{"name":"Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference","volume":"55 ","pages":"169-79"},"PeriodicalIF":0.0,"publicationDate":"2011-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3256829/pdf/file030final.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"30271462","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The biomechanics of the pediatric and adult human thoracic spine.","authors":"Francisco J Lopez-Valdes,&nbsp;Sabrina Lau,&nbsp;Patrick Riley,&nbsp;John Lamp,&nbsp;Richard Kent","doi":"","DOIUrl":"","url":null,"abstract":"<p><p>A growing body of literature points out the relevance of the thoracic spine dynamics in understanding the thorax-restraint interaction as well as in determining the kinematics of the head and cervical spine. This study characterizes the dynamic response in bending of eight human spinal specimens (4 pediatric: ages 7 and 15 years, 4 adult: ages 48 and 52 years) from two sections along the thoracic spine (T2-T4 and T7-T9). Each specimen consisted of three vertebral bodies connected by the corresponding intervertebral discs. All ligaments were preserved in the preparation with the exception of the inter-transverse ligament. Specimens were exposed to a series of five dynamic bending ramp-and-hold tests with varying amplitudes at a nominal rate of 2 rad/s. After this battery of tests, failure experiments were conducted. The 7-year-old specimen showed the lowest tolerance to a moment (T2-T4: 12.1 Nm; T7-T9: 11.6 Nm) with no significant reduction of the relative rotation between the vertebrae. The 15-year-old failure tolerance was comparable to that of the adult specimens. Failure of the adult specimens occurred within a wide range at the T2-T4 thoracic section (23.3 Nm- 53.0 Nm) while it was circumscribed to the interval 48.3 Nm-52.5 Nm for the T7-T9 section. The series of dynamic ramp-and-hold were used to assess two different scaling methods (mass scaling and SAE scaling). Neither method was able to capture the stiffness, peak moment and relaxation characteristics exhibited by the pediatric specimens.</p>","PeriodicalId":87875,"journal":{"name":"Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference","volume":"55 ","pages":"193-206"},"PeriodicalIF":0.0,"publicationDate":"2011-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3256823/pdf/file046final.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"30271464","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Validation of a persian version of motorcycle rider behavior questionnaire.","authors":"Seyed Abbas Motevalian,&nbsp;Mohsen Asadi-Lari,&nbsp;Habibollah Rahimi,&nbsp;Mehrdad Eftekhar","doi":"","DOIUrl":"","url":null,"abstract":"<p><p>In Iran, road traffic injuries are the first cause of burden of disease and motorcyclists are the most vulnerable road users. Elliot and colleagues developed the \"Motorcycle Rider Behavior Questionnaire\" (MRBQ), on the basis of Reason's \"Driver Behavior Questionnaire\" (DBQ) in 2007. The purpose of this study was to assess the validity and reliability of a Persian version of MRBQ. The 43-item MRBQ was adapted to Persian according to translation-back translation method. The questionnaire was significantly revised after assessment of content validity. In the revised version, 10 items of original MRBQ were deleted and 15 new items were added. The revised MRBQ was used in a survey of 518 motorcyclists. To assess the construct validity of MRBQ, we used Buss-Perry Aggression questionnaire concurrently on all of the subjects. After three weeks, we carried out the retest study on 119 out of 518 subjects. The mean age of the subjects was 32.5 years (SD=8.8). All of the participants were male with mean of 9.3 years of motorcycle riding experience (SD=7.3). Principal Components Analysis (PCA) showed six subscales: \"Speed Violations\", \"Traffic Errors\", \"Safety Violations\", \"Traffic Violations\", \"Stunts\" and \"Control Errors\", which accounted for 36.44% of total variance together. For each of these subscales, Cronbach's Alpha was between 0.79 to 0.91. Intraclass Correlation Coefficient for six subscales and total questionnaire were from 0.73 to 0.91. There were significant correlations between MRBQ subscales and subscales of Buss-Perry aggression questionnaire. The results indicated that the 48-item Persian version of MRBQ is a suitable measure for studying motorcyclists' behavior.</p>","PeriodicalId":87875,"journal":{"name":"Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference","volume":"55 ","pages":"91-8"},"PeriodicalIF":0.0,"publicationDate":"2011-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3256814/pdf/file087final.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"30270540","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"An Evaluation of Three Driving-Under-the-Influence Courts in Georgia.","authors":"James C Fell,&nbsp;A Scott Tippetts,&nbsp;J Decarlo Ciccel","doi":"","DOIUrl":"","url":null,"abstract":"<p><p>Following the model of Drug Courts, three Georgia Driving-Under-the-Influence (DUI) Courts (established in Chatham, Clarke, and Hall Counties in 2003) were designed to address the underlying alcohol problems of repeat DUI offenders through continuous and frequent judicially supervised treatment, periodic alcohol and other drug testing, the use of graduated sanctions, and other appropriate rehabilitative services. A team comprised of a judge, court personnel, probation officials, and treatment providers met regularly to assess offender progress, and offenders met biweekly with the judge to report their progress. An impact evaluation showed after 4 years of exposure that when the DUI Court graduates were combined with the DUI Court terminated offenders (Intent to Treat Group), the DUI Court offenders had significantly lower recidivism rates: 38 percent lower than a Contemporary Group of offenders and 65 percent lower than a Retrospective Group of offenders. The DUI Court Intent to Treat Group had a significantly lower recidivism rate: 15 percent compared to 24 percent for a group of matched offenders from three similar counties in Georgia (Contemporary Group) and a 35 percent rate for matched offenders from the same counties as the DUI Court who would have been eligible for the DUI Court had it been in existence (Retrospective Group). Offenders who were terminated from the DUI Courts for various reasons had a recidivism rate of 26 percent. It is estimated that the DUI Courts prevented between 47 and 112 repeat arrests during a four year period due to the reduced recidivism associated with them.</p>","PeriodicalId":87875,"journal":{"name":"Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference","volume":"55 ","pages":"301-12"},"PeriodicalIF":0.0,"publicationDate":"2011-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3256828/pdf/file200final.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"30271993","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Important child occupant saftety trends, indiana between 2005 and 2010.","authors":"Joseph O'neil, Marilyn J Bull, Judith Talty, James E Slaven","doi":"","DOIUrl":"","url":null,"abstract":"<p><p>This study reviews trends, rear facing, top tether use, and seating position for children younger than 13y among motor vehicle passengers in Indiana. This is an observational, cross-sectional survey of drivers transporting children 15 years and younger and drivers collected at 25 convenience locations randomly selected in Indiana during summers 2005 through 2010. Observations were conducted by Certified Child Passenger Safety Technicians (CPST). As the driver completed a written survey collecting demographic data on the driver and children, the CPST recorded the vehicle seating location, the type of restraint, direction the car safety seat (CSS) was facing, and use of the CSS harness or safety belt as appropriate. Data was analyzed for infants younger than twelve months, children in forward facing CSS, and children < 13y. Between 2005 and 2010, 514 infants (age < 12m) were observed in motor vehicles. On average 83.5% (SD 4.8%) of the infants were rear facing. The percent of infants rear facing was 75.5% during 2005 and rose to 88.9% during 2010. Of the 442 vehicles observed with a forward facing car seat, 58% (SD 16.5%) had the top tether attached. In our sample, more than 88.7% (SD 0.8%) children < 13y were seated in a rear seat vehicle position. Driver variables affecting occupant protection are discussed. This information can be used by primary care providers and child passenger safety technicians and other child passenger safety advocates to develop counseling points and educational campaigns.</p>","PeriodicalId":87875,"journal":{"name":"Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference","volume":"55 ","pages":"27-32"},"PeriodicalIF":0.0,"publicationDate":"2011-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3256845/pdf/file098final.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"30273327","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"How Safe is Vehicle Safety? The Contribution of Vehicle Technologies to the Reduction in Road Casualties in France from 2000 to 2010.","authors":"Yves Page,&nbsp;Thierry Hermitte,&nbsp;Sophie Cuny","doi":"","DOIUrl":"","url":null,"abstract":"<p><p>In France, over the last 10 years, road fatalities have decreased dramatically by 48%. This reduction is somewhat close to the target fixed by the European Commision in 2001 for the whole of Europe (-50 %). According to the French govnerment, 75% of this reduction was due to the implementation of automatic speed cameras on the roadsides from 2003 onwards. Yet, during this period, there was also a significantly increase in safety technology, new regulations in front and side impacts, and developments in Euro NCAP to improve passive safety in the vehicles. This paper set out to estimate the extent that vehicle safety technologies contributed to the road safety benefits over this decade. Using a combination of databases and fitment rates, the number of fatalities and hospitalized injuries saved in passenger car crashes was estimated for a number of safety technologies, individually and as a package including a 5 star EuroNCAP rating. The additional benefits from other public safety measures were also similarly estimated. The results showed that overall safety measures during this decade saved 240,676 fatalities + serious injuries, of which 173,663 were car occupants. Of these, 27,365 car occupants and 1,083 pedestrian savings could be attributed directly to vehicle safety improvements (11% overall). It was concluded that while public safety measures were responsible for the majority of the savings, enhanced vehicle safety technologies also made a significant improvement in the road toll in France during the last decade. As the take-up rate for these technologies improves, is expected to continue to provide even more benefits in the next 10-year period.</p>","PeriodicalId":87875,"journal":{"name":"Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference","volume":"55 ","pages":"101-12"},"PeriodicalIF":0.0,"publicationDate":"2011-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3256830/pdf/file063final.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"30270541","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Study of mild traumatic brain injuries using experiments and finite element modeling.","authors":"Michael Lamy,&nbsp;Daniel Baumgartner,&nbsp;Remy Willinger,&nbsp;Narayan Yoganandan,&nbsp;Brian D Stemper","doi":"","DOIUrl":"","url":null,"abstract":"<p><p>The objective of the study was to better understand the biomechanics of mild traumatic brain injuries (TBI) using a hybrid approach: experiments and computational modeling. A three-dimensional finite element model of the rat skull and brain was used to understand the anatomical region-dependent stress response under mild TBI conditions. Anesthetized rats were exposed to varying coronal plane angular acceleration pulses without direct head contact. Experimental outcomes included unconscious time and histological evidence of brain pathology using GFAP and MAP2. The finite element model was exercised using the five experimental and four supplemental pulses to simulate nine independent combinations of peak acceleration and pulse duration (290 to 542 krad/s(2) and 1 to 3 ms). Stress response metrics were correlated to histological and behavioral (e.g., loss of consciousness) evidence of injury in rats subjected to pure coronal plane angular acceleration of the head. Injury severity was modulated by independently controlling peak magnitude and duration of the angular acceleration. While peak Von Mises stresses correlated well with changes in injury severity associated with peak angular acceleration, this metric did not demonstrate sensitivity to changes in acceleration duration. However, an integrated stress-time metric was able to predict changes in injury severity associated with increasing angular acceleration magnitude and duration in both the hippocampal and parietal cortex anatomical regions. Results of this unique hybrid analysis indicate that the combined stress-time variable may be more suited to explain variation of mild TBI severity, rather than pure peak metrics.</p>","PeriodicalId":87875,"journal":{"name":"Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference","volume":"55 ","pages":"125-35"},"PeriodicalIF":0.0,"publicationDate":"2011-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3256827/pdf/file014final.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"30270543","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Planar impacts in rollover crashes: significance, distribution and injury epidemiology.","authors":"Dipan Bose,&nbsp;Jason R Kerrigan,&nbsp;Jonathan B Foster,&nbsp;Jeff R Crandall,&nbsp;Shigeo Tobaru","doi":"","DOIUrl":"","url":null,"abstract":"<p><p>While one third of all fatal motor vehicle crashes involve rollover of the vehicle, a substantially large portion of these rollover crashes involve planar impacts (e.g., frontal, side or rear impact) that influence the crash kinematics and subsequently the injury outcome. The objective of the study was to evaluate the distribution of planar impacts in rollover crashes, and in particular, to describe the differences in the underlying crash kinematics, injury severity and the regional distribution of injuries when compared to the rollover-dominated crashes without significant planar impact (i.e., primary rollovers). Sampled cases (n=6,900) from the U.S. National Automotive Sampling System - Crashworthiness Data System, representing approximately 3.3 million belted drivers involved in a rollover crash in years 1998-2008, were analyzed. Single vehicle rollover crashes with significant planar impact (21% of all rollover crashes) were in general more likely to result in occupant fatality and involved higher incidence of moderate to severe injuries compared to single vehicle primary rollovers (p<0.05). A substantial proportion of the planar impact rollovers ended in single quarter turn crashes (30%), mostly resulting from a frontal impact (59%). While chest was the most frequently injured body region among all rollover victims sustaining severe injuries, severe injuries sustained in primary rollovers were more isolated (single body region) in comparison to the ones sustained in rollovers with planar impacts. The results emphasize the higher risk of rollover victims sustaining an injury and the differences in distribution of injuries sustained when a planar impact is associated with the rollover crash.</p>","PeriodicalId":87875,"journal":{"name":"Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference","volume":"55 ","pages":"243-52"},"PeriodicalIF":0.0,"publicationDate":"2011-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3256824/pdf/file075final.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"30271988","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Drunk driving among novice drivers, possible prevention with additional psychological module in driving school curriculum.","authors":"Diva Eensoo, Marika Paaver, Jaanus Harro","doi":"","DOIUrl":"","url":null,"abstract":"<p><p>Road traffic collisions caused by drunk driving pose a significant public health problem all over the world. Therefore additional preventive activities against drunk driving should be worked out. The aim of the study was to assess drunk driving in novice drivers after a psychological intervention taking into account also impulsivity, law obedience, and alcohol-related measures. An intervention study was started with 1889 car driver's license attempters during their driving school studies. Subjects were classified as intervention group (n=1083, mean age 23.1 (SD=7.4) years), control group (n=517, mean age 22.8 (SD=7.1) years) and \"lost\" group (n=289, mean age 23.0 (SD=6.9) years). \"Lost\" group subjects had been assigned into the intervention group, but they did not participate in the intervention. Subjects of the intervention group participated in a psychological intervention on the dangers of impulsive behavior in traffic. After a three year follow-up period it appeared that in the control group and in the lost group there was a significantly higher proportion of drunk drivers than in the intervention group, 3.3% (n=17), 3.5% (n=10) and 1.5% (n=10) (p=0.026), respectively. Survival analysis confirmed that psychological intervention had a significant impact on drunk driving (p=0.015), and the impact of the intervention was persistent also in the case of higher scores in Mild social deviance. In subjects with higher scores in impulsivity measures and alcohol-related problems the impact of short psychological intervention was not sufficient for preventing drunk driving. It can be concluded that psychological intervention used during the driving school studies is an effective primary prevention activity against drunk driving. However, for drivers with high scores in impulsivity measures and alcohol-related problems, the short psychological intervention is not sufficient in reducing drunk driving behavior.</p>","PeriodicalId":87875,"journal":{"name":"Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference","volume":"55 ","pages":"283-91"},"PeriodicalIF":0.0,"publicationDate":"2011-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3256821/pdf/file096final.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"30271990","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Investigating the effects of side airbag deployment in real-world crashes using crash comparison techniques.","authors":"Kathryn L Loftis, Ashley A Weaver, Joel D Stitzel","doi":"","DOIUrl":"","url":null,"abstract":"<p><p>The objective of this study was to investigate side airbag (SAB) deployment in near side crashes and compare injuries and contact points between occupants with and without SAB deployment. Using NASS 2000-2008 and selecting for near side cases, with PDOF ± 20 degrees from 90 or 270, for non-pregnant adult belted occupants, there were 20,253 (weighted) SAB deployments. NASS showed that SABs have been increasing within the fleet, comprising 2% of airbags in 2000 and increasing to 33% of airbags in 2008. To investigate deployed SABs, we developed a three-step methology to pair CIREN cases to study the effects of deployment on occupant outcome. The first step involved extracting near side impacts from CIREN with adult, non-pregnant occupants seated in row 1 (drivers or right front passengers). In the second step, each case was quantitatively compared to FMVSS 214 barrier test standards using a 6 point similarity scoring system. Cases scoring at least 3 points were then qualitatively analyzed and 33 pairs of cases of the same vehicle make/model but opposite SAB status were chosen. Occupants with deployed SAB had reduced occurrences and severity of head and face, neck and cervical spine, and thoracic injuries and fewer injurious contacts to side components including the door, a-pillar, and window sill. SAB deployment was statistically significant for reducing occupant MAIS and ISS and thorax airbags were statistically significant for reducing thoracic and neck/cervical spine injury severity. The average ISS with SAB deployment was 21, while the average ISS of those without was 33. This study establishes methods for performing comparisons between CIREN cases based on regulatory conditions and shows injury reduction in key body regions with SAB deployment.</p>","PeriodicalId":87875,"journal":{"name":"Annals of advances in automotive medicine. Association for the Advancement of Automotive Medicine. Annual Scientific Conference","volume":"55 ","pages":"81-90"},"PeriodicalIF":0.0,"publicationDate":"2011-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3256819/pdf/file077final.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"30270539","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}