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IRCOBI conference 2014 This year's IRCOBI conference took place in Berlin from September 10 - 12, 2014.
Researchers from the field of biomechanics, crash mechanics, accident
reconstruction, accident avoidance, sports injury, tissue modelling,
epidemiology and all other fields relating to the biomechanics of injury
and protective systems were invited to present their work. The most
important presentations in terms of Human Modelling are outlined in the
following. The University of Strasbourg
validated a composite finite element human skull model and developed
skull fracture criteria. Therefore, an existing finite element skull
model was enhanced and validated against 15 side impact experiments
conducted with PMHS. Additionally, head trauma cases were reconstructed.
A skull fracture risk curve was derived combining the acquired data.
The skull internal energy was found to be the best parameter to predict
skull failure. (IRC-14-20) The University of Virginia
characterised the in-vitro dynamic response of the human thoracic spine
in flexion using functional spine units (FSU) which represented two
different regions along the thoracic spine. The upper thoracic FSU
exhibited a more compliant behaviour than the mid-thoracic segments. The
instantaneous elastic response was found to be age-dependent. The
acquired data can assisst in developing more biofidelic models of the
human thoracic spine. In another study the biofidelity of the finite
element 50th percentile male human body model (GHBMC)
under lateral shoulder impact loading conditions was evaluated by
comparing its responses to those of PMHS from literature. Although
having similar impact force time histories, simulation results showed
that the model needs to be improved to predict shoulder injuries. (IRC-14-23 & IRC-14-57) The Ohio State University
determines the ultimate tensile stress of human ribs across the
lifespan. Whole ribs (9 to 92 years old) were experimentally tested in a
bending scenario to simulate a dynamic frontal impact loading. Time to
failure and the ultimate tensile stress was determined. Results indicate
a significant decline in stress with increasing age. (IRC-14-44) Toyota Central R&D Lab
investigated pedestrian kinematics, especially in terms of head impact
locations, using Active THUMS, a finite element model with muscles. A
preliminary study addressed muscular effects on pedestrian kinematics
and injuries using three types of activation levels. Simulation results
with and without muscle activation showed that muscle activation altered
the pedestrian kinematics in the head and lower extremities and
decreased skeletal injury risks and neck elongation. (IRC-14-53)
Wake Forest University as part of the Global Human Body Model Consortium
acquired comprehensive medical image and anthropometrical data of a 5th
percentile female (F05) as basis for the development of a finite
element model. A multi-modality image dataset consisting of CT, MRI and
upright MRI medical images was obtained to determine the subject's
supine, seated and standing postures. The image set was used to create
skeletal and organ components of the model and to compare organ volumes
and cortical thickness to data from literature. (IRC-14-54) Mercedes Benz R&D India
focused on the development of an anthropometrically correct 5th
percentile female surface model from an available subject-specific CAD
model. To target the desired percentile several statistical and
mechanistic techniques were used. (IRC-14-55*) The University of Waterloo
investigated injury sensitivity in thorax impact loading focusing on
side impacts and using a detailed finite element human body model. Three
different impact scenarios were tested, predicted local to global
responses of the thorax were compared and the sensitivity in loading
conditions evaluated. Results emphasised the sensitivity of individual
chest band locations to changing loading conditions and identified
potential for improvement in side impact loading scenarios. (IRC-14-58*)
The Technical Universiy of Graz and Virtual Vehicle evaluated
occupants' kinematics during emergency braking and lane change
manoeuvres considering factors such as restraint systems and human
factors. Two vehicle-based tests were conducted, lap belt versus
three-point belt. Results showed distinct inter-individual differences
in terms of occupant movement, especially for the lap belt setup. In
another study it was focused on 3D occupant kinematics during
frontal, lateral and combined emergency manoeuvers in a vehicle-based
study. Volunteers were subjected to braking and lane change manoeuvers.
Vehicle accelerations, steering wheel angle, angular velocity and brake
status were recorded. Large inter-individual differences were found to
occur in each manoeuver. Statistical analysis will follow. (IRC-14-70 & IRC-14-75*)
Chalmers University and Volvo
compared the thoracic injury risk predicted by a modified THUMS model
with the risks predicted by an injury risk curve constructed based on
real-world data of frontal car crashes. Six simulations with three
different crash severities and two acceleration pulses for each severity
were performed with THUMS. The risk to obtain thoracic injuries was
higher in the simulations compared to the risk predicted by the real
world injury risk curve. (IRC-14-62) The Technical University of Berlin
observed front seat passenger posture and motion in several driving
manoeuvers such as braking with different acceleration levels using a
fixed track with defined scenarios. The tests were conducted with
volunteers and dummies for motion comparison. Results showed large
anthropometric discrepancies between the individuals. The stabilisation
by an arm rest was found to have major influence on the results. (IRC-14-72) Autoliv and Honda
developed, validated and manufactured a generic vehicle front buck for
pedestrian impact evaluation. A physical model was fabricated on basis
of a CAE model of the buck and proved to be a good representation of
small family cars on the European market. Furthermore, a full scale
validation of the buck for pedestrian impact simulation was conducted to
validate the buck in terms of the representativeness of car-pedestrians
interactions. (IRC-14-82 & IRC-14-83) More information
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