Jeffrey Richard Crandall

Linear and Quasi-Linear Viscoelastic Characterization of Ankle Ligaments

The objective of this study was to produce linear and nonlinear viscoelastic models of eight major ligaments in the human ankle/foot complex for use in computer models of the lower extremity. The ligaments included in this study were the anterior talofibular (ATaF), anterior tibiofibular (ATiF), anterior tibiotalar (ATT), calcaneofibular (CF), posterior talofibular (PTaF), posterior tibiofibular (PTiF), posterior tibiotalar (PTT), and tibiocalcaneal (TiC) ligaments. Step relaxation and ramp tests were performed. Back-extrapolation was used to correct for vibration effects and the error introduced by the finite rise time in step relaxation tests. Ligament behavior was found to be nonlinear viscoelastic, but could be adequately modeled up to 15 percent strain using Fungs quasilinear viscoelastic (QLV) model. Failure properties and the effects of preconditioning were also examined.

Nonlinear viscoelastic effects in oscillatory shear deformation of brain tissue

Two nonlinear constitutive models were used to describe the dynamic viscoelastic behavior of brain tissue. Small disc-shaped samples of bovine brain tissue were tested in simple shear using forced vibrations (0.5 to 200 Hz) with finite amplitudes (up to 20% Lagrangian shear strain). The samples response to simple, double, and triple harmonic inputs was determined in order to characterize the nonlinearities up to the third-order. A quasilinear viscoelastic model was proposed to describe the spatial nonlinearity. A fully nonlinear viscoelastic model with product-form multiple hereditary integrals was proposed to describe the spatial as well as the temporal nonlinearities. The fully nonlinear model demonstrated superiority at high frequencies (above 44 Hz). Under finite strains, the linear complex modulus showed nonrecoverable asymptotic strain conditioning behavior. Discrepancies observed in previously published studies and the threshold of functional failure of the neural tissue were shown to be related to this strain conditioning effect.

Designing road vehicles for pedestrian protection

Collisions between pedestrians and road vehicles present a major challenge for public health, trauma medicine, and traffic safety professionals. More than a third of the 1.2 million people killed and the 10 million injured annually in road traffic crashes worldwide are pedestrians.1 Compared with injured vehicle occupants, pedestrians sustain more multisystem injuries, with concomitantly higher injury severity scores and mortality.2 Although a disproportionately large number of these crashes occur in developing and transitional countries, pedestrian casualties also represent a huge societal cost in industrialised nations. In Britain pedestrian injuries are more than twice as likely to be fatal as injuries to vehicle occupants3 and result in an average cost to society of £57 400, nearly twice that of injuries to vehicle occupants.4 #### Summary points Pedestrian-vehicle crashes are responsible for more than a third of all traffic related fatalities and injuries worldwide Lower limb trauma is the commonest pedestrian injury, while head injury is responsible for most pedestrian fatalities Standardised tests that simulate the most common pedestrian-vehicle crashes are being used to evaluate vehicle countermeasures to reduce pedestrian injury Energy absorbing components such as compliant bumpers, dynamically raised bonnets, and windscreen airbags are being developed for improved pedestrian protection Despite the size of the pedestrian injury problem, research to reduce traffic related injuries has concentrated almost exclusively on increasing the survival rates for vehicle occupants. Most attempts made to reduce pedestrian injuries have focused solely on isolation techniques such as pedestrian bridges, public education, and traffic regulations and have not included changes to vehicle design. The lack of effort devoted to vehicle modifications for pedestrian safety has stemmed primarily from a societal view that the injury caused by a large, rigid vehicle hitting a small, fragile pedestrian cannot be significantly reduced by alterations to the vehicle structure. Crash engineers, …

Pedestrian crashes: higher injury severity and mortality rate for light truck vehicles compared with passenger vehicles.

Introduction: During the last two decades changes in vehicle design and increase in the number of the light truck vehicles (LTVs) and vans have led to changes in pedestrian injury profile. Due to the dynamic nature of the pedestrian crashes biomechanical aspects of collisions can be better evaluated in field studies. Design and settings: The Pedestrian Crash Data Study, conducted from 1994 to 1998, provided a solid database upon which details and mechanism of pedestrian crashes can be investigated. Results: From 552 recorded cases in this database, 542 patients had complete injury related information, making a meaningful study of pedestrian crash characteristics possible. Pedestrians struck by LTVs had a higher risk (29%) of severe injuries (abbreviated injury scale ⩾4) compared with passenger vehicles (18%) (p = 0.02). After adjustment for pedestrian age and impact speed, LTVs were associated with 3.0 times higher risk of severe injuries (95% confidence interval (CI) 1.26 to 7.29, p = 0.013). Mortality rate for pedestrians struck by LTVs (25%) was two times higher than that for passenger vehicles (12%) (p<0.001). Risk of death for LTV crashes after adjustment for pedestrian age and impact speed was 3.4 times higher than that for passenger vehicles (95% CI 1.45 to 7.81, p = 0.005). Conclusion: Vehicle type strongly influences risk of severe injury and death to pedestrian. This may be due in part to the front end design of the vehicle. Hence vehicle front end design, especially for LTVs, should be considered in future motor vehicle safety standards.

Rib fractures under anterior–posterior dynamic loads: Experimental and finite-element study

The purpose of this study was to investigate whether using a finite-element (FE) mesh composed entirely of hexahedral elements to model cortical and trabecular bone (all-hex model) would provide more accurate simulations than those with variable thickness shell elements for cortical bone and hexahedral elements for trabecular bone (hex-shell model) in the modeling human ribs. First, quasi-static non-injurious and dynamic injurious experiments were performed using the second, fourth, and tenth human thoracic ribs to record the structural behavior and fracture tolerance of individual ribs under anterior-posterior bending loads. Then, all-hex and hex-shell FE models for the three ribs were developed using an octree-based and multi-block hex meshing approach, respectively. Material properties of cortical bone were optimized using dynamic experimental data and the hex-shell model of the fourth rib and trabecular bone properties were taken from the literature. Overall, the reaction force-displacement relationship predicted by both all-hex and hex-shell models with nodes in the offset middle-cortical surfaces compared well with those measured experimentally for all the three ribs. With the exception of fracture locations, the predictions from all-hex and offset hex-shell models of the second and fourth ribs agreed better with experimental data than those from the tenth rib models in terms of reaction force at fracture (difference <15.4%), ultimate failure displacement and time (difference <7.3%), and cortical bone strains. The hex-shell models with shell nodes in outer cortical surfaces increased static reaction forces up to 16.6%, compared to offset hex-shell models. These results indicated that both all-hex and hex-shell modeling strategies were applicable for simulating rib responses and bone fractures for the loading conditions considered, but coarse hex-shell models with constant or variable shell thickness were more computationally efficient and therefore preferred.

Car safety seats for children: rear facing for best protection

This article has been retracted.

The Axial Injury Tolerance of the Human Foot/Ankle Complex and the Effect of Achilles Tension

Axial loading of the foot/ankle complex is an important injury mechanism in vehicular trauma that is responsible for severe injuries such as calcaneal and tibial pilon fractures. Axial loading may be applied to the leg externally, by the toepan and/or pedals, as well as internally, by active muscle tension applied through the Achilles tendon during pre-impact bracing. The objectives of this study were to investigate the effect of Achilles tension on fracture mode and to empirically model the axial loading tolerance of the foot/ankle complex. Blunt axial impact tests were performed on forty-three (43) isolated lower extremities with and without experimentally simulated Achilles tension. The primary fracture mode was calcaneal fracture in both groups. However, fracture initiated at the distal tibia more frequently with the addition of Achilles tension (p < 0.05). Acoustic sensors mounted to the bone demonstrated that fracture initiated at the time of peak local axial force. A survival analysis was performed on the injury data set using a Weibull regression model with specimen age, gender, body mass, and peak Achilles tension as predictor variables (R2 = 0.90). A closed-form survivor function was developed to predict the risk of fracture to the foot/ankle complex in terms of axial tibial force. The axial tibial force associated with a 50% risk of injury ranged from 3.7 kN for a 65 year-old 5th percentile female to 8.3 kN for a 45 year-old 50th percentile male, assuming no Achilles tension. The survivor function presented here may be used to estimate the risk of foot/ankle fracture that a blunt axial impact would pose to a human based on the peak tibial axial force measured by an anthropomorphic test device.

Snowboarder's Talus Fractures Experimentally Produced by Eversion and Dorsiflexion:

Background: Fracture of the lateral process of the talus is an unusual injury that has received heightened attention in recent years because of its association with snowboarding. The diagnosis is often confused with that of lateral ankle sprain. If left untreated, it can cause long-term impairment, including osteoarthritis and subtalar joint degeneration. It is generally thought to result from dorsiflexion and inversion. However, few experimental studies have been conducted to investigate the injury mechanism. Hypothesis: Eversion of a dorsiflexed ankle is more likely to fracture the lateral process of the talus than inversion of a dorsiflexed ankle. Study Design: Controlled laboratory study. Methods: Ten cadaveric leg specimens were subjected to dynamic inversion or eversion of an axially loaded and dorsiflexed ankle. Results: Inversion failed to produce any fractures in three injured specimens. However, all six specimens subjected to eversion sustained a fracture of the lateral process of the talus. Conclusions: The incidence of fracture of the lateral process of the talus was significantly higher in the eversion group compared with the inversion group. Clinical Relevance: Eversion of an axially loaded and dorsiflexed ankle may be an important injury mechanism for fracture of the lateral process of the talus among snowboarders.

Prediction of Cervical Spine Injury Risk for the 6-Year-Old Child in Frontal Crashes

This article presents a series of 49 km/h sled tests using the Hybrid III 6-year-old dummy in a high-back booster, a low-back booster, and a three-point belt. Although a 10-year review at a level I trauma center showed that noncontact cervical spine injuries are rare in correctly restrained booster-age children, dummy neck loads exceeded published injury thresholds in all tests. The dummy underwent extreme neck flexion during the test, causing full-face contact with the dummys chest. These dummy kinematics were compared to the kinematics of a 12-year-old cadaver tested in a similar impact environment. The cadaver test showed neck flexion, but also significant thoracic spinal flexion which was nonexistent in the dummy. This comparison was expanded using MADYMO simulations in which the thoracic spinal stiffness of the dummy model was decreased to give a more biofidelic kinematic response. We conclude that the stiff thoracic spine of the dummy results in high neck forces and moments that are not representative of the true injury potential.

Experiments for Establishing Pedestrian-Impact Lower Limb Injury Criteria

This paper discusses lower limb injury impacts to pedestrians. Previous lateral knee bending and shear tests have reported knee joint failure moments close to failure bending moments for the tibia and femur. Eight tibias, eight femurs and three knee joints were tested in lateral bending and two knee joints were tested in lateral shear. Seven previous studies on femur bending, five previous studies on tibia bending, two previous studies on knee joint bending, and one on shear were reviewed and compared with the current tests. All knee joint failures in the current study were either epiphysis fractures of the femur or soft tissue failures. The current study reports an average lateral failure bending moment for the knee joint (134 Nm SD 7) that is dramatically lower than that reported in the literature (284-351 Nm), that reported in the current study for the tibia (291 Nm SD 69) and for femur (382 Nm SD 103). While this research has demonstrated the importance of realistic boundary conditions, more research is necessary to determine a statistically valid impact threshold for the knee joint.