Michel Behr

A human model for road safety: from geometrical acquisition to model validation with radioss.

In order to investigate injury mechanisms, and to provide directions for road safety system improvements, the HUMOS project has lead to the development of a 3D finite element model of the human body in driving position. The model geometry was obtained from a 50th percentile adult male. It includes the description of all compact and trabecular bones, ligaments, tendons, skin, muscles and internal organs. Material properties were based on literature data and specific experiments performed for the project. The validation of the HUMOS model was first achieved on isolated segments and then on the whole model in both frontal and lateral impact situations. HUMOS responses were in good agreement with the experimental data used in the model validation and offers now a wide range of applications from crash simulation, optimization of safety systems, to biomedical and ergonomics.

Tonic finite element model of the lower limb

It is widely admitted that muscle bracing influences the result of an impact, facilitating fractures by enhancing load transmission and reducing energy dissipation. However, human numerical models used to identify injury mechanisms involved in car crashes hardly take into account this particular mechanical behavior of muscles. In this context, in this work we aim to develop a numerical model, including muscle architecture and bracing capability, focusing on lower limbs. The three-dimensional (3-D) geometry of the musculoskeletal system was extracted from MRI images, where muscular heads were separated into individual entities. Muscle mechanical behavior is based on a phenomenological approach, and depends on a reduced number of input parameters, i.e., the muscle optimal length and its corresponding maximal force. In terms of geometry, muscles are modeled with 3-D viscoelastic solids, guided in the direction of fibers with a set of contractile springs. Validation was first achieved on an isolated bundle and then by comparing emergency braking forces resulting from both numerical simulations and experimental tests on volunteers. Frontal impact simulation showed that the inclusion of muscle bracing in modeling dynamic impact situations can alter bone stresses to potentially injury-inducing levels.

Pedestrian Lower Limb Injury Criteria Evaluation: A Finite Element Approach

Objective. In pedestrian traumas, lower limb injuries occur under lateral shearing and bending at the knee joint level. One way to improve injury mechanisms description and consequently knee joint safety is to evaluate the ultimate shearing and bending levels at which ligaments start being injured. Methods. As such data cannot easily and accurately be recorded clinically or during experiments, we show in this article how numerical simulation can be used to estimate such thresholds. This work was performed with the Lower Limb Model for Safety (LLMS) in pure lateral bending and shearing conditions, with an extended range of impact velocities. Results. One result concerns the ultimate knee lateral bending angle and shearing displacement measurements for potential failure of ligaments (posterior cruciate, medial collateral, anterior cruciates and tibial collateral). They were evaluated to be close to 16° and 15 mm, respectively. Conclusion. The lower leg model used in this study is an advanced FE model of the lower limb, validated under various situations. Its accurate anatomical description allows a wide range of applications. According to the validity domain of the model, it offered a valuable tool for the numerical evaluation of potential injuries and the definition of injury risk criterion for knee joint.

Modeling the pregnant woman in driving position

Despite motor vehicle crashes being the leading cause of traumatic fetal morbidity, only a few researches have tried to study the automobile crashes on pregnant women. The possible negative effect of the restraint systems and the injuries mechanisms involved in car crashes with pregnant women are therefore still poorly understood. In this context, the aim of this study is to develop a numerical model of the whole human body with a gravid uterus, in order to investigate car crash scenarios and to evaluate alternative security systems to improve protection of both the woman and the fetus. A 3D reconstruction based on a set of MRI images led us to a good spatial representation of the pregnant woman in driving position. The anatomical precision will make progress possible in the field of traumatology of the pregnant woman.

A Three-Dimensional Human Trunk Model for the Analysis of Respiratory Mechanics

Over the past decade, road safety research and impact biomechanics have strongly stimulated the development of anatomical human numerical models using the finite element (FE) approach. The good accuracy of these models, in terms of geometric definition and mechanical response, should now find new areas of application. We focus here on the use of such a model to investigate its potential when studying respiratory mechanics. The human body FE model used in this study was derived from the RADIOSS HUMOS model. Modifications first concerned the integration and interfacing of a user-controlled respiratory muscular system including intercostal muscles, scalene muscles, the sternocleidomastoid muscle, and the diaphragm and abdominal wall muscles. Volumetric and pressure measurement procedures for the lungs and both the thoracic and abdominal chambers were also implemented. Validation of the respiratory module was assessed by comparing a simulated maximum inspiration maneuver to volunteer studies in the literature. Validation parameters included lung volume changes, rib rotations, diaphragm shape and vertical deflexion, and intra-abdominal pressure variation. The HUMOS model, initially dedicated to road safety research, could be turned into a promising, realistic 3D model of respiration with only minor modifications.

Liver injuries in frontal crash situations a coupled numerical—experimental approach

From clinical knowledge, it has been established that hepatic traumas frequently lead to lethal injuries. In frontal or lateral crash situations, these injuries can be induced by pure deceleration effects or blunt trauma due to belt or steering wheel impact. Concerning the liver under frontal decelerations, how could one investigate organ behaviour leading to the injury mechanisms? This work couples experimental organ decelerations measurements (with 19 tests on cadaver trunks) and finite element simulation, provides a first analysis of the liver behaviour within the abdomen. It shows the influence of the liver attachment system that leads to liver trauma and also torsion effects between the two lobes of the liver. Injury mechanisms were evaluated through the four phases of the liver kinematics under frontal impact: (1) postero-anterior translation, (2) compression and sagittal rotation, (3) rotation in the transverse plane and (4) relaxation.

Pilot study demonstrating that sole mechanosensitivity can be affected by insole use

Insoles are known to alter plantar loads and thus plantar sensory input. We therefore hypothesised that plantar somatosensory sensation could be modified over time by use of hard metatarsal pads. A sample of 12 healthy female participants was randomly allocated to either soft metatarsal pads (n=6, latex foam, Shore A11) or hard metatarsal pads groups (n = 6, thermoplastic, ShoreA65). All wore the same shoe type and pedometers measured daily activities. Using a bespoke actuated device, multiple mechanical stimuli were applied to the forefoot and rearfoot before and after 8 and 30 days of wearing the pads. A control test comprised estimation of multiple auditory sensations at day 0, 8 and 30. Changes in detection of the mechanical and sound stimuli were estimated using the Stevens power function, Ψ = k × Φ(n) (estimate = Ψ; stimulus = Φ). The k coefficient measured the sensitivity, i.e. the lowest detectable load/sound, and the n coefficient the gain in perception over time. After 30 days, hard metatarsal pads group had increased plantar sensitivity in the forefoot but not the rearfoot. The soft metatarsal pads group showed no changes in plantar sensitivity and the detection of auditory sensation remained stable over the 30 days.Metatarsal pads with relatively high hardness increased the perception of the lowest mechanical stimulus in the forefoot compared to soft metatarsal pads. This provides initial evidence of the potential for changes in plantar somatosensory sensation due to choice of orthotic designs in patients with foot-related problems.

Finite element modelling and simulation of upper limb with radioss

Abstract The aim of this work is to understand the behaviour of the thoracic member (shoulder and arm) in case of side impact in motor vehicle accidents, and to identify tolerance criteria for this body region. In order to describe the dynamics involved in such impacts, and to focus on injuries mechanisms, a finite element model of the thoracic member was developed and validated with 3 Post Mortem Human Surrogates (PMHS). The geometry of the whole model was obtained from serial sections of a PMHS in driving position. It includes compact bones, ligaments, muscles and connective tissues, described with either shells, solids or spring elements. Concerning mechanical behaviour, bones and soft tissues are considered respectively as elastoplastic and viscoelastic materials. Numerical interfaces were also defined to model contacts between all components. The model was then integrated in a complete human model. Validation consisted of performing 6 subsystems tests (impactor) on instrumented PMHS placed in a car cockpit: a lateral load (37 kg at 7.55 ds) was applied directly on the shoulder. Displacements and acceleration of bones, as well as applied loads were measured. After each trial, a dissection was done to identify any injury on bones or ligaments.

Emergency braking is affected by the use of cruise control

ABSTRACT Objective: We compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise control (CC) or adaptive cruise control (ACC). Methods: In 11 male subjects, age 22 to 67 years, we measured the active emergency braking response during manual driving using the accelerator pedal (control condition) or in condition mimicking CC or ACC. In both conditions, we measured the brake reaction time (BRT), delay to produce the peak braking force (PBD), total emergency braking response (BRT + PBD), and peak braking force (PBF). Electromyograms of leg and thigh muscles were recorded during braking. The tonic vibratory response (TVR), Hoffman reflex (HR), and M-waves were recorded in leg muscles to explore the change in sensorimotor control. Results: No difference in PBF, TVR amplitude, HR latency, and Hmax/Mmax ratio were found between the control and CC/ACC conditions. On the other hand, BRT and PBD were significantly lengthened in the CC/ACC condition (240 ± 13 ms and 704 ± 70 ms, respectively) compared to control (183 ± 7 ms and 568 ± 36 ms, respectively). BRT increased with the age of participants and the driving experience shortened PBD and increased PBF. Conclusions: In male subjects, driving in a CC/ACC condition significantly delays the active emergency braking response to vehicle collision. This could result from higher amplitude of leg motion in the CC/ACC condition and/or by the age-related changes in motor control. Car and truck drivers must take account of the significant increase in the braking distance in a CC/ACC condition.

Consequences of simulated car driving at constant high speed on the sensorimotor control of leg muscles and the braking response

Due to the increase in time spent seated in cars, there is a risk of fatigue of the leg muscles which adjust the force exerted on the accelerator pedal. Any change in their sensorimotor control could lengthen the response to emergency braking. Fourteen healthy male subjects (mean age: 42 ± 4 years) were explored. Before and after a 1‐h driving trial at 120 km h−1, we measured the braking response, the maximal leg extension and foot inversion forces, the tonic vibratory response (TVR) in gastrocnemius medialis (GM) and tibialis anterior (TA) muscles to explore the myotatic reflex, and the Hoffmann reflex (H‐reflex). During driving, surface electromyograms (EMGs) of GM and TA were recorded and the ratio between high (H) and low (L) EMG energies allowed to evaluate the recruitment of high‐ and low‐frequency motor unit discharges. During driving, the H/L ratio decreased in TA, whereas modest and often no significant H/L changes occurred in GM muscle. After driving, the maximal foot inversion force decreased (−19%), while the leg extension force did not vary. Reduced TVR amplitude (−29%) was measured in TA, but no H‐reflex changes were noted. The braking reaction time was not modified after the driving trial. Driving at constant elevated speed reduced the myotatic reflex and the recruitment of motor units in TA muscle. The corresponding changes were rarely present in the GM muscle that plays a key role in the braking response, and this could explain the absence of a reduced braking reaction time.