Multidirection Validation of a Finite Element 50th Percentile Male Hybrid III Anthropomorphic Test Device for Spaceflight Applications

2019 ◽  
Vol 141 (3) ◽  
Author(s):  
Derek A. Jones ◽  
James P. Gaewsky ◽  
Mona Saffarzadeh ◽  
Jacob B. Putnam ◽  
Ashley A. Weaver ◽  
...  
Keyword(s):  
Finite Element ◽  
Injury Risk ◽  
Fe Model ◽  
Fe Modeling ◽  
Test Device ◽  
Qualitative And Quantitative ◽  
Hybrid Iii ◽  
Physical Tests ◽  
Quantitative Results ◽  
Male Hybrid

The use of anthropomorphic test devices (ATDs) for calculating injury risk of occupants in spaceflight scenarios is crucial for ensuring the safety of crewmembers. Finite element (FE) modeling of ATDs reduces cost and time in the design process. The objective of this study was to validate a Hybrid III ATD FE model using a multidirection test matrix for future spaceflight configurations. Twenty-five Hybrid III physical tests were simulated using a 50th percentile male Hybrid III FE model. The sled acceleration pulses were approximately half-sine shaped, and can be described as a combination of peak acceleration and time to reach peak (rise time). The range of peak accelerations was 10–20 G, and the rise times were 30–110 ms. Test directions were frontal (−GX), rear (GX), vertical (GZ), and lateral (GY). Simulation responses were compared to physical tests using the correlation and analysis (CORA) method. Correlations were very good to excellent and the order of best average response by direction was −GX (0.916±0.054), GZ (0.841±0.117), GX (0.792±0.145), and finally GY (0.775±0.078). Qualitative and quantitative results demonstrated the model replicated the physical ATD well and can be used for future spaceflight configuration modeling and simulation.

scholarly journals Finite Element Model Validation of the Hybrid-III Rail Safety (H3-RS) Anthropomorphic Test Device (ATD)

2018 ◽  
Author(s):  
Shaun Eshraghi ◽  
Kristine Severson ◽  
David Hynd ◽  
A. Benjamin Perlman
Keyword(s):  
Finite Element ◽  
Public Transportation ◽  
Crash Test ◽  
Fe Model ◽  
Test Device ◽  
Sled Test ◽  
Impact Tests ◽  
Hybrid Iii ◽  
Pendulum Impact ◽  
Vertical Impact

The Hybrid-III Rail Safety (H3-RS) anthropomorphic test device (ATD), also known as a crash test dummy, was developed by the Rail Safety and Standards Board (RSSB), DeltaRail (now Resonate Group Ltd.), and the Transport Research Laboratory (TRL) in the United Kingdom between 2002 and 2005 for passenger rail safety applications [1]. The H3-RS is a modification of the standard Hybrid-III 50th percentile male (H3-50M) ATD with additional features in the chest and abdomen to increase its biofidelity and eight sensors to measure deflection. The H3-RS features bilateral (left and right) deflection sensors in the upper and lower chest and in the upper and lower abdomen; whereas, the standard H3-50M only features a single unilateral (center) deflection sensor in the chest with no deflection sensors located in the abdomen. Additional H3-RS research was performed by the Volpe National Transportation Systems Center (Volpe Center) under the direction of the U.S. Department of Transportation, Federal Railroad Administration (FRA) Office of Research, Development, and Technology. The Volpe Center contracted with TRL to conduct a series of dynamic pendulum impact tests [2]. The goal of testing the abdomen response of the H3-RS ATD was to develop data to refine an abdomen design that produces biofidelic and repeatable results under various impact conditions with respect to impactor geometry, vertical impact height, and velocity. In this study, the abdominal response of the H3-RS finite element (FE) model that TRL developed is validated using the results from pendulum impact tests [2]. Results from the pendulum impact tests and corresponding H3-RS FE simulations are compared using the longitudinal relative deflection measurements from the internal sensors in the chest and abdomen as well as the longitudinal accelerometer readings from the impactor. The abdominal response of the H3-RS FE model correlated well with the physical ATD as the impactor geometry, vertical impact height, and velocity were changed. There were limitations with lumbar positioning of the H3-RS FE model as well as the material definition for the relaxation rate of the foam in the abdomen that can be improved in future work. The main goal of validating the abdominal response of the dummy model is to enable its use in assessing injury potential in dynamic sled testing of crashworthy workstation tables, the results of which are presented in a companion paper [3]. The authors used the model of the H3-RS ATD to study the 8G sled test specified in the American Public Transportation Association (APTA) workstation table safety standard [4]. The 8G sled test is intended to simulate the longitudinal crash accleration in a severe train-to-train collision involving U.S. passenger equipment. Analyses of the dynamic sled test are useful for studying the sensitivity of the sled test to factors such as table height, table force-crush behavior, seat pitch, etc., which help to inform discussions on revisions to the test requirements eventually leading to safer seating environments for passengers.

A Novel Framework to Assess ACL Injury Risk Based on Validated Personalized Finite Element Models

2013 ◽  
Author(s):  
A. M. Kiapour ◽  
A. Kiapour ◽  
C. K. Demetropoulos ◽  
V. K. Goel
Keyword(s):  
Finite Element ◽  
Injury Risk ◽  
Cruciate Ligament ◽  
Acl Injury ◽  
Assessment Tools ◽  
Anatomic Reconstruction ◽  
Fe Model ◽  
Fe Modeling ◽  
Acl Injury Risk ◽  
Anterior Cruciate

The anterior cruciate ligament (ACL) is one of the most frequently injured ligaments of the knee, with a prevalence estimated to be 1 in 3000 in the U.S. population. Current approaches to biomechanical finite element (FE) modeling of the knee are at a crossroads. While the ideal scenario for clinically applicable FE modeling would be a subject-specific approach with detailed, image-based anatomic reconstruction of the joint, the computational intensity of such an approach would almost certainly preclude its clinical applicability. The assumption that an accurate assessment of an individual’s ACL injury risk profile can be attained through generalized FE models also has yet to be tested. The current study aims to test a novel framework in which the developed, validated generic FE model will be customized to each specimen based on quantified ACL structural properties (mechanical and anatomical). We hypothesized that personalized FE models using the proposed framework will result in more accurate predictions of ACL strain (as an established measure of injury risk) compared to the generic FE model. Thus, these models may serve as individual-based injury risk assessment tools.

Development of Upper Extremity Finite Element Model for Elderly Female: Validated Against Dynamic Loading Conditions

2017 ◽  
Author(s):  
Anand Hammad ◽  
Anil Kalra ◽  
Prashant Khandelwal ◽  
Xin Jin ◽  
King H. Yang
Keyword(s):  
Finite Element ◽  
Upper Extremity ◽  
Injury Risk ◽  
Experimental Studies ◽  
Upper Extremities ◽  
Whole Body ◽  
Crash Test ◽  
Fe Model ◽  
Long Term Effects ◽  
Elderly Female

Injuries to the upper extremities that are caused by dynamic impacts in crashes, including contact with internal instrument panels, has been a major concern, especially for smaller female occupants, and the problem worsens with increasing age due to reduced strength of the bones. From the analysis of 1988–2010 CDS unweighted data, it was found that risk of AIS ≥ 2 level for the arm was 58.2±20.6 percent higher in females than males, and the injury risk for a 75-year-old female occupant relative to a 21-year-old subjected to a similar physical insult was 4.2 times higher. Although injuries to upper extremities are typically not fatal, they can have long-term effects on overall quality of life. Therefore, it is important to minimize risks of injuries related to upper extremities, especially for elderly females, who are most at risk. Current anthropomorphic surrogates, like crash-test dummies, cannot be directly used to study injury limits, as these dummies were developed mainly to represent the younger population. The current study is focused on the development of a finite element (FE) model representing the upper extremity of an elderly female. This can be further used to analyze the injury mechanisms and tolerance limits for this vulnerable population. The FE mesh was developed through Computer Tomography (CT) scanned images of an elderly female cadaver, and the data included for validation of the developed model were taken from the experimental studies published in scientific literature, but only the data directly representing elderly females were used. It was found that the developed model could predict fractures in the long bones of elderly female specimens and could be further used for analyzing injury tolerances for this population. Further, it was determined that the developed segmental model could be integrated with the whole body FE model of the elderly female.

scholarly journals Linear Finite Element Modeling of Joined Structures With Riveted Connections

2020 ◽  
Vol 142 (2) ◽  
Author(s):  
J. S. Kim ◽  
Y. F. Xu ◽  
W. D. Zhu
Keyword(s):  
Finite Element ◽  
Natural Frequencies ◽  
Modeling Method ◽  
Test Structure ◽  
Mode Shapes ◽  
Fe Model ◽  
Fe Modeling ◽  
Engineering Structures ◽  
Modal Assurance Criterion ◽  
Linear Finite Element

Abstract Riveted connections are widely used to join basic components, such as beams and panels, for engineering structures. However, accurately modeling joined structures with riveted connections can be a challenging task. In this work, an accurate linear finite element (FE) modeling method is proposed for joined structures with riveted connections to estimate modal parameters in a predictive manner. The proposed FE modeling method consists of two steps. The first step is to develop nonlinear FE models that simulate riveting processes of solid rivets. The second step is to develop a linear FE model of a joined structure with the riveted connections simulated in the first step. The riveted connections are modeled using solid cylinders with dimensions and material properties obtained from the nonlinear FE models in the first step. An experimental investigation was conducted to study accuracy of the proposed linear FE modeling method. A joined structure with six riveted connections was prepared and tested. A linearity investigation was conducted to validate that the test structure could be considered to be linear. A linear FE model of the test structure was constructed using the proposed method. Natural frequencies and corresponding mode shapes of the test structure were measured and compared with those from the linear FE model. The maximum difference of the natural frequencies was 1.63% for the first 23 out-of-plane elastic modes, and modal assurance criterion values for the corresponding mode shapes were all over 95%, which indicates high accuracy of the proposed linear FE modeling method.

Head and Neck Response of an Active Human Body Model and Finite Element Anthropometric Test Device During a Linear Impactor Helmet Test

2019 ◽  
Vol 142 (2) ◽  
Author(s):  
David A. Bruneau ◽  
Duane S. Cronin
Keyword(s):  
Finite Element ◽  
Head And Neck ◽  
Muscle Activation ◽  
Fe Model ◽  
Human Body Model ◽  
Neck Stiffness ◽  
Body Model ◽  
Injury Criteria ◽  
Hybrid Iii ◽  
Primary Impact

Abstract It has been proposed that neck muscle activation may play a role in head response resulting from impacts in American Football. The importance of neck stiffness and active musculature in the standard linear impactor helmet test was assessed using a detailed head and neck finite element (FE) model from a current human body model (HBM) compared to a validated hybrid III head and neck FE model. The models were assessed for bare-head and helmeted impacts at three speeds (5.5, 7.4, and 9.3 m/s) and three impact orientations. The HBM head and neck was assessed without muscle activation and with a high level of muscle activation representing a braced condition. The HBM and hybrid III had an average cross-correlation rating of 0.89 for acceleration in the primary impact direction, indicating excellent correspondence regardless of muscle activation. Differences were identified in the axial head acceleration, attributed to axial neck stiffness (correlation rating of 0.45), but these differences did not have a large effect on the overall head response using existing head response metrics (head injury criteria, brain injury criteria, and head impact power). Although responses that develop over longer durations following the impact differed slightly, such as the moment at the base of the neck, this occurred later in time, and therefore, did not considerably affect the short-term head kinematics in the primary impact direction. Though muscle activation did not play a strong role in the head response for the test configurations considered, muscle activation may play a role in longer duration events.

FE Modeling of EB-FRP Strengthened RC Beams

2014 ◽  
Vol 1065-1069 ◽  
pp. 1147-1150
Author(s):  
Kang Liu
Keyword(s):  
Finite Element ◽  
Fe Model ◽  
Rc Beams ◽  
Fe Modeling ◽  
Test Results ◽  
Structural System ◽  
Externally Bonded ◽  
Insight Into

A finite element (FE) model for externally bonded FRP (EB-FRP) strengthened RC beams is developed to simulate the responses of the structural system, to gain a better insight into the mechanism of the system. Comparisons between the predictions of the model and test results are presented to demonstrate its capability and accuracy.

Baseball Head Impacts to the Non-Helmeted and Helmeted Hydrid III ATD

2014 ◽  
Author(s):  
Nicholas H. Yang ◽  
Kathleen Allen Rodowicz ◽  
David Dainty
Keyword(s):  
Traumatic Brain Injury ◽  
Injury Risk ◽  
Lateral Impact ◽  
Test Device ◽  
Ball Impact ◽  
Exit Velocity ◽  
Head Impacts ◽  
Frontal Impacts ◽  
High Velocity Impacts ◽  
Hybrid Iii

Traumatic brain injury may occur in baseball due to a head impact with a thrown, pitched, or batted ball. It has been shown that the average pitching speed of youth pitchers and high school pitchers is approximately 63 mph (28 m/s) and 74 mph (33 m/s), respectively. At pitching speeds of approximately 52 mph (23 m/s), the bat exit velocity (BEV) for metal bats has been shown to be approximately 100 mph (45 m/s). Head kinematics, such as linear and angular head accelerations, are often used to establish head injury risk for head impacts. With a possible ball impact velocity reaching speeds in excess of those typically tested for baseball headgear, it is necessary to understand how the head will respond to high velocity impacts in both helmeted and non-helmeted situations. In this study, head impacts were delivered to the front and side of a Hybrid III 50th percentile male anthropomorphic test device (ATD) by a baseball traveling at speeds of 60 mph (27 m/s), 75 mph (34 m/s), and 100 mph (45 m/s). Head impacts were performed on the non-helmeted ATD head and with the ATD wearing a standard batting helmet certified in accordance with the NOCSAE standard. The Hybrid III headform was instrumented with a nine accelerometer array to measure linear accelerations of the head and determine angular accelerations. Peak resultant linear head accelerations for the non-helmeted ATD were approximately 200–400 g for frontal impacts and approximately 220–480 g for lateral impacts. Peak resultant angular head accelerations for the non-helmeted condition were approximately 17,000–32,000 rad/s2 for frontal impacts and approximately 30,000–60,000 rad/s2 for lateral impacts. For the helmeted ATD, peak resultant linear accelerations of the head were approximately 70–300 g for frontal impacts and approximately 80–360 g for lateral impacts. Peak resultant angular head accelerations for the helmeted ATD were approximately 5,000–14,000 rad/s2 for frontal impacts and approximately 7,500–30,000 rad/s2 for lateral impacts. HIC values for the non-helmeted ATD were approximately 193–1,025 for frontal impacts and approximately 241–1,588 for lateral impacts. SI values for the non-helmeted ATD were approximately 235–1,267 for frontal impacts and approximately 285–1,844 for lateral impacts. HIC values for the helmeted ATD were approximately 16–415 for frontal impacts and approximately 23–585 for lateral impacts. SI values for the helmeted ATD were approximately 25–521 for frontal impacts and approximately 32–708 for lateral impacts. In comparison to the non-helmeted condition, the results demonstrate the effectiveness of a batting helmet in mitigating head accelerations for the frontal and lateral impact conditions tested.

Numerical assessment of occupant responses during the bus rollover test: A finite element parametric study

2019 ◽  
Vol 234 (8) ◽  
pp. 2195-2215 ◽  
Author(s):  
MohammadReza Seyedi ◽  
Sungmoon Jung
Keyword(s):  
Finite Element ◽  
Injury Risk ◽  
Experimental Studies ◽  
Side Wall ◽  
Neck Injury ◽  
Tilt Table ◽  
Side Window ◽  
Hybrid Iii ◽  
Ece R66 ◽  
Occupant Kinematics

Rollover crashes of buses are usually associated with multiple impacts that can result in complex interactions between passengers and a bus superstructure. Although there have been a few field data studies that provide some insights into occupant injuries (e.g. severity and distribution of injuries) during the real-world bus rollover crash, because they had used post-crash data, the occupant kinematics and injury mechanisms were not completely detailed in their results. Based on a literature review, available numerical and experimental studies on a bus rollover safety have mainly focused on structural integrity rather than considering occupant responses in their assessment. In addition, their results about occupant responses in bus rollover crashes show some discrepancies in terms of the estimated injury distribution, severity, and causes. Therefore, the main objective of this study was to provide a more detailed understanding of the occupant kinematics and associated injury risk during the ECE R66 tilt table bus rollover test using validated finite element (FE) models. The ECE R66 tilt table rollover was simulated using a full finite element model of the bus. A 50th percentile male Hybrid III Anthropomorphic test device (ATD) and EuroSID-2re FE models were selected to simulate the occupant’s motion. Each ATD was seated adjacent to the impacted side wall and restrained with a 2-point seatbelt. Simulation parameters included two impact surface friction values and different side window conditions. The results indicated that both ATD estimated the highest injury risk when the partial ejection occurred. They predicted a similar injury risk for the head and thorax. The ES-2re estimated a very low risk of neck injury in all simulations, whereas the Hybrid III estimated the high risk of a neck injury. Finally, recommendations to potentially reduce the injuries were provided and possible future works were suggested.

An Integrated Musculoskeletal-Finite-Element Model to Evaluate Effects of Load Carriage on the Tibia During Walking

2016 ◽  
Vol 138 (10) ◽  
Author(s):  
Chun Xu ◽  
Amy Silder ◽  
Ju Zhang ◽  
Julie Hughes ◽  
Ginu Unnikrishnan ◽  
...  
Keyword(s):  
Finite Element ◽  
Material Properties ◽  
Injury Risk ◽  
Load Carriage ◽  
Body Motion ◽  
Bone Biomechanics ◽  
External Loading ◽  
Fe Model ◽  
Loading Conditions ◽  
Reaction Forces

Prior studies have assessed the effects of load carriage on the tibia. Here, we expand on these studies and investigate the effects of load carriage on joint reaction forces (JRFs) and the resulting spatiotemporal stress/strain distributions in the tibia. Using full-body motion and ground reaction forces from a female subject, we computed joint and muscle forces during walking for four load carriage conditions. We applied these forces as physiological loading conditions in a finite-element (FE) analysis to compute strain and stress. We derived material properties from computed tomography (CT) images of a sex-, age-, and body mass index-matched subject using a mesh morphing and mapping algorithm, and used them within the FE model. Compared to walking with no load, the knee JRFs were the most sensitive to load carriage, increasing by as much as 26.2% when carrying a 30% of body weight (BW) load (ankle: 16.4% and hip: 19.0%). Moreover, our model revealed disproportionate increases in internal JRFs with increases in load carriage, suggesting a coordinated adjustment in the musculature functions in the lower extremity. FE results reflected the complex effects of spatially varying material properties distribution and muscular engagement on tibial biomechanics during walking. We observed high stresses on the anterior crest and the medial surface of the tibia at pushoff, whereas high cumulative stress during one walking cycle was more prominent in the medioposterior aspect of the tibia. Our findings reinforce the need to include: (1) physiologically accurate loading conditions when modeling healthy subjects undergoing short-term exercise training and (2) the duration of stress exposure when evaluating stress-fracture injury risk. As a fundamental step toward understanding the instantaneous effect of external loading, our study presents a means to assess the relationship between load carriage and bone biomechanics.

scholarly journals Finite Element (FE) Modeling of Indirect Tension to Cylindrical (IT-CY) Specimen Test for Damping Asphalt Mixtures (DAMs)

2020 ◽  
Vol 2020 ◽  
pp. 1-11
Author(s):  
Jiandong Huang ◽  
Tianhong Duan ◽  
Yuantian Sun ◽  
Lin Wang ◽  
Yawei Lei
Keyword(s):  
Finite Element ◽  
Laboratory Test ◽  
Viscoelastic Behavior ◽  
Asphalt Mixtures ◽  
Fe Model ◽  
Fe Modeling ◽  
Indirect Tension ◽  
Specimen Test ◽  
Simulation Results

DAMs have recently been developed to be used as the damping layer in the so-called antivibration pavement to mitigate the effects of traffic-induced vibration while rare finite element (FE) modeling has been conducted to simulate the indirect tension to cylindrical (IT-CY) specimen test for DAMs. In the present study, the methods for the viscoelastic characterization of DAMs and the techniques to characterize the viscoelastic behavior of DAMs in FE modeling were proposed. The FE model to simulate the IT-CY test was constructed, and it was verified through the corresponding laboratory test. Good agreements were noted between the simulation results and testing results demonstrating that the FE model can provide the accurate prediction of the mechanical behavior of DAMs.

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