Development of biomechanical response corridors of the head to blunt ballistic temporo-parietal impact.

There is a need to study the biomechanical response of the head to blunt ballistic impact. While the frequency of less-lethal munition impacts to the head may be less than other vital body regions, more serious injuries have been attributed to these impacts. This study aims to establish biomechanical response corridors for the temporo-parietal region for future development of biomechanical surrogate devices.

Tolerance of the skull to blunt ballistic temporo-parietal impact.

Less-lethal ballistic projectiles are used by police personnel to temporarily incapacitate suspects. While the frequency of these impacts to the head is low, they account for more serious injuries than impacts to any other body region. As a result, there is an urgent need to assess the tolerance of the head to such impacts.

Mechanisms of traumatic rupture of the aorta and associated peri-isthmic motion and deformation.

This study investigated the mechanisms of traumatic rupture of the aorta (TRA). Eight unembalmed human cadavers were tested using various dynamic blunt loading modes. Impacts were conducted using a 32-kg impactor with a 152-mm face, and high-speed seatbelt pretensioners.

Study of potential mechanisms of traumatic rupture of the aorta using insitu experiments.

Traumatic rupture of the aorta (TRA) is an important transportation-related injury. This study investigated TRA mechanisms using in situ human cadaver experiments. Four quasi-static tests and one dynamic test were performed.

Dynamic biaxial tissue properties of the human cadaver aorta.

This study focuses on the biaxial mechanical properties of planar aorta tissue at strain rates likely to be experienced during automotive crashes. It also examines the structural response of the whole aorta to longitudinal tension. Twenty-six tissue-level tests were conducted using twelve thoracic aortas harvested from human cadavers.

Cervical spine geometry in the automotive seated posture: variations with age, stature, and gender.

In the mid 1970s, UMTRI investigated the biomechanical properties of the head and neck using 180 "normal" adult subjects selected to fill eighteen subject groups based on age (young, mid-aged, older), gender, and stature (short, medium, and tall by gender). Lateral-view radiographs of the subjects' cervical spines and heads were taken with the subjects seated in a simulated automotive neutral posture, as well as with their necks in full-voluntary flexion and full-voluntary extension. Although the cervical spine and lower head geometry were previously measured manually and documented, new technologies have enabled computer digitization of the scanned x-ray images and a more comprehensive and detailed analysis of the variation in cervical spine and lower head geometry with subject age, stature, and gender.

Mechanical properties and anthropometry of the human infant head.

The adult head has been studied extensively and computationally modeled for impact, however there have been few studies that attempt to quantify the mechanical properties of the pediatric skull. Likewise, little documentation of pediatric anthropometry exists. We hypothesize that the properties of the human pediatric skull differ from the human adult skull and exhibit viscoelastic structural properties.

Improved estimation of human neck tensile tolerance: reducing the range of reported tolerance using anthropometrically correct muscles and optimized physiologic initial conditions.

Unlike other modes of loading, the tolerance of the human neck in tension depends heavily on the load bearing capabilities of the muscles of the neck. Because of limitations in animal models, human cadaver, and volunteer studies, computational modeling of the cervical spine is the best way to understand the influence of muscle on whole neck tolerance to tension. Muscle forces are a function of the muscle's geometry, constitutive properties, and state of activation.

The tolerance of the human hip to dynamic knee loading.

Based on an analysis of the National Automotive Sampling System (NASS) database from calendar years 1995-2000, over 30,000 fractures and dislocations of the knee-thigh-hip (KTH) complex occur in frontal motor-vehicle crashes each year in the United States. This analysis also shows that the risk of hip injury is generally higher than the risks of knee and thigh injuries in frontal crashes, that hip injuries are occurring to adult occupants of all ages, and that most hip injuries occur at crash severities that are equal to, or less than, those used in FMVSS 208 and NCAP testing. Because previous biomechanical research produced mostly knee or distal femur injuries, and because knee and femur injuries were frequently documented in early crash investigation data, the femur has traditionally been viewed as the weakest part of the KTH complex.