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A total of eight low-speed, rear-end impact tests using two Post Mortem Human Subjects (PMHS) in a seated posture are reported. These tests were conducted using a HYGE-style mini-sled. Two test conditions were employed: 8 kph without a headrestraint or 16 kph with a headrestraint. Upper-body kinematics were captured for each test using a combination of transducers and high-speed video. A 3-2-2-2-accelerometer package was used to measure the generalized 3D kinematics of both the head and pelvis. An angular rate sensor and two single-axis linear accelerometers were used to measure angular speed, angular acceleration, and linear acceleration of T1 in the sagittal plane. Two high-speed video cameras were used to track targets rigidly attached to the head, T1, and pelvis. The cervical spine kinematics were captured with a high-speed, biplane x-ray system by tracking radiopaque markers implanted into each cervical vertebra.

There has been much debate over “whiplash”-induced temporomandibular joint (TMJ) dysfunction following low-speed, rear-end automobile collisions. While several authors have reported TMJ injury based on case studies post collision, there has been little biomechanical evidence showing that rear-end impact was the primary cause of such injury. The purpose of this study was to measure the relative translation between the upper and lower incisors in cadavers subjected to low-speed, rear-end impacts. High-speed x-ray images used for this analysis were reported previously for the analysis of cadaveric cervical spine kinematics during low-speed, rear-end impacts. The cadavers were positioned at various seatback angles and body postures, producing an overall picture of various seating scenarios.

Although biomechanical studies on the knee-thigh-hip (KTH) complex have been extensive, interactions between the KTH and various vehicular interior design parameters in frontal automotive crashes for newer models have not been reported in the open literature to the best of our knowledge. A 3D finite element (FE) model of a 50th percentile male KTH complex, which includes explicit representations of the iliac wing, acetabulum, pubic rami, sacrum, articular cartilage, femoral head, femoral neck, femoral condyles, patella, and patella tendon, has been developed to simulate injuries such as fracture of the patella, femoral neck, acetabulum, and pubic rami of the KTH complex. Model results compared favorably against regional component test data including a three-point bending test of the femur, axial loading of the isolated knee-patella, axial loading of the KTH complex, axial loading of the femoral head, and lateral loading of the isolated pelvis.

A MADYMO model of a racing car and driver was driven by 3-D accelerations recorded in actual crashes. Helmet, belt restraint, and padding characteristics were obtained from dynamics tests. Model results of HIC, head accelerations and neck forces and moments were studied along with driver injuries to provide insight into the efficacy of current injury assessment parameters used with the head and neck of crash test dummies. The results are also used to discuss the kinematics performance of the crash test dummy neck as modeled by the MADYMO version of the Hybrid III midsize male crash test dummy.

Currently, three-dimensional finite element models of the human body have been developed for frequently injured anatomical regions such as the brain, chest, extremities and pelvis. While a few models of the human body include the abdomen, these models have tended to oversimplify the complexity of the abdominal region. As the first step in understanding abdominal injuries via numerical methods, a 3D finite element model of a 50th percentile male human abdomen (WSUHAM) has been developed and validated against experimental data obtained from two sets of side impact tests and a series of frontal impact tests. The model includes a detailed representation of the liver, spleen, kidneys, spine, skin and major blood vessels.