Kurt Schindelwig

Safety assessment of jumps in ski racing

The influence of important parameters on the flight trajectory for jumps in downhill World Cup races was investigated. To quantify the impact injury risk at landing, the parameter equivalent landing height (ELH) was introduced, which considered a variable slope inclination during the landing movement. Altogether, 145 runs at four different jumps in World Cup races and trainings were recorded and analyzed. A simulation model was developed to predict the flight phase of the skier. Drag and lift areas were selected by parameter identification to fit the simulation trajectory to the two‐dimensional data from the video analysis. The maximum values of the ELH which can be absorbed with muscle force was taken from the study of Minetti et al. for elite female and male ski racers. A sensitivity analysis based on the four jumps showed that ELH is mainly influenced by takeoff angle, takeoff speed, and the steepness of the landing surface. With the help of the developed simulation software, it should be possible to predict the ELH for jumps in advance. In case of an excessive ELH, improvements can be made by changing the takeoff inclination or the approach speed.

Modeling of the Ski-Snow Contact for a Carved Turn

Carved turns with alpine skis are investigated. During the movement of a ski, snow is loaded and unloaded. Compacted snow is not elastic, i.e. deformations remain. Such effects are modeled by a hypoplastic constitutive equation. During a turn the shovel digs into the snow and the tail maintains nearly the same penetration depth as the part under maximum load. This results in a higher resistance against shearing for the afterbody of the ski. In the present work we investigated the benefits of the hypoplastic against the elastic forcepenetration relationship. Simulation results for a sledge on two skis are compared to experimental track data.

Modeling the ski–snow contact in skiing turns using a hypoplastic vs an elastic force–penetration relation

A ski–snow interaction model is presented. The force between ski and snow is decomposed into a penetration force normal to the snow surface, a shear force parallel to it, and friction. The purpose of this study was to investigate the benefits of a hypoplastic vs an elastic contact for penetration in the simulation of skiing turns. To reduce the number of influencing factors, a sledge equipped with skis was considered. A forward dynamic simulation model for the sledge was implemented. For the evaluation of both contact models, the deviation between simulated trajectories and experimental track data was computed for turns of 67 and 42 m. Maximum deviations for these turns were 0.44 and 0.14 m for the hypoplastic contact, and 0.6 and 7.5 m for the elastic contact, respectively. In the hypoplastic contact, the penetration depth of the skis afterbody maintained nearly the same value as the part under maximum load, whereas it decreased in the elastic contact. Because the shear force is proportional to the penetration depth, the hypoplastic contact resulted in a higher shearing resistance. By replacing the sledge with a skier model, one may investigate more complex skier actions, skiing performance, or accident‐prone skiing maneuvers.

An approximate simulation model for initial luge track design.

Competitive and recreational sport on artificial ice tracks has grown in popularity. For track design one needs knowledge of the expected speed and acceleration of the luge on the ice track. The purpose of this study was to develop an approximate simulation model for luge in order to support the initial design of new ice tracks. Forces considered were weight, drag, friction, and surface reaction force. The trajectory of the luge on the ice track was estimated using a quasi-static force balance and a 1d equation of motion was solved along that trajectory. The drag area and the coefficient of friction for two runs were determined by parameter identification using split times of five sections of the Whistler Olympic ice track. The values obtained agreed with experimental data from ice friction and wind tunnel measurements. To validate the ability of the model to predict speed and accelerations normal to the track surface, a luge was equipped with an accelerometer to record the normal acceleration during the entire run. Simulated and measured normal accelerations agreed well. In a parameter study the vertical drop and the individual turn radii turned out to be the main variables that determine speed and acceleration. Thus the safety of a new ice track is mainly ensured in the planning phase, in which the use of a simulation model similar to this is essential.

Computer Simulation of the Skier-Flex Pole Impact in Slalom

In skiing the skier-flex pole impact causes a deflection and rotation of the flex pole and a speed loss of the skier. The purpose of the present study was to investigate the effects of skier and pole parameters on time loss, pole deflection, and pole damage speed caused by the skier-pole impact in slalom. Validated finite element models were used for the simulation of the impact. Skier mass, speed and impact height and pole mass, bending stiffness, diameter, and wall thickness were analyzed. Time loss was assessed for seven pole impacts by a simple simulation model of a skier schussing down an inclined plane. From the skier parameters, impact height followed by impact speed showed the highest effect on the skier-pole impulse. The impulse increased with increasing pole mass whereas the effect of bending stiffness was negligible. Time loss could be reduced by lowering the pole mass. However, lowering of pole diameter or wall thickness increased pole deflection enhancing injury risk due to the whiplash effect. Additionally, the reduction of wall thickness decreased pole damage speed with the disadvantage of higher risk of pole fractures. Overall, lowering pole mass for the current impact speeds in World Cup slalom races requires additional investigation. In children and youth races with lower impact speeds than in World Cup races, a pole mass reduction would be possible.

Reaction Forces and Moments in Carved Turns

We computed reaction forces and moments acting on a skier during a carved turn. We performed an inverse and a forward dynamic analysis. For a run of an elite skier, marker positions on skier and skis were obtained as functions of time from a video analysis and smoothed by splines. Linear velocities and accelerations were computed by differentiating the splines, angular velocities, and accelerations via rotation matrices. The forces acting at the right ski were measured with two Kistler force plates. For the inverse dynamics, we used an adapted Hanavan model for a skier consisting of upper body, left and right thighs, shanks, and skis. Applied forces considered were weight and ski-snow friction. Drag was neglected. By prescribing a lateral weight distribution from the outer to the inner ski during the turn, reaction forces and moments at the left and right ankle, knee and hip joints were computed from the Newton–Euler equations of motion for constrained rigid multibody systems. The forward dynamics was performed with a three-segment model of a mono-skier consisting of trunk, thigh, and shank. Rotational joints were assumed in knee and hip. The track and the joint angles were prescribed. The inward lean angle was determined by a balance condition that led to nonholonomic constraints. After formulating the equations of motion in descriptor form, the resulting differential-algebraic system was solved with the numerical code RADAU5. Computed and measured reaction forces and moments agreed well within the accuracy of the measurements. The calculated joint loads are consistent with results from the literature. The forward dynamics model can be used to simulate consecutive ski turns. With parameter studies, the effects of slope, tracks, segment properties, ski-snow friction, and velocity of the skier on joint loads and performance of a run can be investigated. Further, injury mechanisms can be analyzed.

Safety recommendations of winter terrain park jumps into airbags

OBJECTIVES In winter terrain parks special airbags are used for skiers and snowboarders to practice jumps and achieve safe landings. However, in 2010 two skiers landed at the end of oval airbags. One suffered fatal, the other severe, injuries. The aim of this study was to identify parameters that lead to jumping over the airbag and to suggest preventive measures. DESIGN Simulation study. METHODS For the calculation of the flight distance the equation of motion was solved for the jumpers approach and flight phase. Measured data of five jumps into an airbag employed in a similar geometry and conditions as in the second accident case were used to validate the simulation and to measure typical takeoff velocities. The effect of approach and takeoff parameters on the flight distance for oval and flat airbags was analyzed with the simulations. RESULTS In both accident cases a too long approach led to a too high takeoff speed, which was the cause for landing at the end of the oval airbags. The effect of flight distance is considerably more sensitive to approach and takeoff parameters with oval versus flat airbags. CONCLUSIONS Three measures are recommended to prevent jumping over an airbag. An approach corridor with top and lateral fences has to be set up and the approach should be steep. Flat airbags are preferable to oval airbags. Airbags should be equipped with a heightening at the end.

Does Avalanche Shovel Shape Affect Excavation Time: A Pilot Study

In Europe and North America, approximately 150 fatalities occur as a result of avalanches every year. However, it is unclear whether certain shovel shapes are more effective than others in snow removal during avalanche victim recovery. The objective was to determine the performance parameters with a developed standardized test using different shovel shapes and to determine sex-specific differences. Hence, several parameters were determined for clearing the snow from a snow filled box (15 men, 14 women). A flat (F) and a deep (D) shovel blade with the shaft connected straight (S) or in clearing mode (C) were used for the investigation of the shovel shapes FS, DC and the subsequent use of DC&DS. Mean snow mass shifted per unit time increased significantly from 1.50 kg/s with FS to 1.71 kg/s (14%) with DS and further to 1.79 kg/s (4%) with DC&DS for all participants. Snow mass shifted per unit time was 44% higher (p < 0.05) for men than for women. In excavation operations, the sex-specific physical performance should be taken into account. The results were limited to barely binding snow, because only with this snow did the tests show a high reliability.

Determination of the rolling resistance of roller skis

The rolling resistance of skis used in roller skiing competitions should resemble the gliding resistance of cross-country skis to allow specific training and moving patterns for cross-country skiing and to guarantee equal opportunities for athletes in roller ski races. Therefore, the purpose of this work was to develop a portable rolling resistance meter to precisely measure the rolling resistance of roller skis. Measurements were based on recordings of the angular deceleration of a flywheel due to the rolling resistance between a roller ski’s wheel and the flywheel’s steel surface. Rolling resistance coefficients of four roller ski types ranged between 0.019 and 0.025. Measurements of the rolling resistance coefficient showed a precision of 1.26%. Substantial rolling resistance coefficient variations (10%) were observed for wheels of the same type. Furthermore, the rolling resistance coefficient was found to be negatively correlated with normal load or ambient temperature. The proposed rolling resistance meter is appropriate to determine the rolling resistance coefficient of roller skis’ wheels precisely.

Validation of a three-dimensional finite element model of flex-pole impacts

Slalom skiers hit flex poles whereby an impulse is transferred from the skier to the flex pole. Each such impact leads to a speed reduction of the skier, which is clearly greater for relatively lighter skiers than it is for relatively heavier skiers. Additionally, there is an injury risk for the skier caused by the impact and the risk for breakage of the flex pole. For a detailed analysis of causes and consequences of this impact, three-dimensional finite element models were developed for flex poles and a pendulum impactor. The finite element models were validated by comparing data of experiments with the pendulum impactor and simulations. The comparisons included flex-pole motion, flex-pole speed, whiplash measure, pendulum impulse loss and cross-sectional deformed oval shapes. The differences of the comparisons were less than 3% for the first four parameters. The comparison of the cross-sectional deformed oval shapes’ behavior agreed well. With the new validated finite element model, the influence of factors such as flex-pole diameter, wall thickness, length and material properties on the transferred impulse and the mechanical loadability of the flex pole can be systematically analyzed. With this knowledge, specifications for flex poles can be adapted to improve fairness at slalom races and reduce the injury risk and the danger of damaging the upright pole.