scholarly journals Load Measurement of the Cervical Vertebra C7 and the Head of Passengers of a Car While Driving Across Uneven Terrain

Sensors ◽  
2021 ◽  
Vol 21 (11) ◽  
pp. 3849
Author(s):  
Martin Svoboda ◽  
Milan Chalupa ◽  
Karel Jelen ◽  
František Lopot ◽  
Petr Kubový ◽  
...  

The article deals with the measurement of dynamic effects that are transmitted to the driver (passenger) when driving in a car over obstacles. The measurements were performed in a real environment on a defined track at different driving speeds and different distributions of obstacles on the road. The reaction of the human organism, respectively the load of the cervical vertebrae and the heads of the driver and passenger, was measured. Experimental measurements were performed for different variants of driving conditions on a 28-year-old and healthy man. The measurement’s main objective was to determine the acceleration values of the seats in the vehicle in the vertical movement of parts of the vehicle cabin and to determine the dynamic effects that are transmitted to the driver and passenger in a car when driving over obstacles. The measurements were performed in a real environment on a defined track at various driving speeds and diverse distributions of obstacles on the road. The acceleration values on the vehicle’s axles and the structure of the driver’s and front passenger’s seats, under the buttocks, at the top of the head (Vertex Parietal Bone) and the C7 cervical vertebra (Vertebra Cervicales), were measured. The result of the experiment was to determine the maximum magnitudes of acceleration in the vertical direction on the body of the driver and the passenger of the vehicle when passing a passenger vehicle over obstacles. The analysis of the experiment’s results is the basis for determining the future direction of the research.

2021 ◽  
Vol 40 (3) ◽  
pp. 264-281
Author(s):  
O. D. Kozak ◽  
V. M. Okatenko ◽  
T. V. Bitkovska

In 2013 near Kustorivka village of Krasnokutsky district, Kharkov region the Scythian burial mound (5th—4th centuries BC.) was excavated. The inserted burial of a beheaded man has been discovered there. Fragments of horse bones, horse harness, numerous arrowheads, the spearhead and knife were unearthed in the grave. Funeral inventory dates the burial to the 2nd half or the end of 5th — the early 4th century BC. The grave goods allowed us to suggest that the man was a horseman and possessed a bow with arrows, javelin or lance. These assumptions have been confirmed by anthropological studies of the development of muscles relief, injuries and specific skeletal markers. The skeleton showed clear signs of a horseman’ and archer’ osteological complexes. The man died at the age of 20—25. The skull, first and second cervical vertebrae were absent in the undisturbed burial. The upper part of the left intervertebral condyle of the 3rd vertebra was cut off by the hit from left behind and below. These signs are evidence of decapitation. In addition, numerous cut marks made with a sharp blade were found on the anterior and lateral surfaces of the 3rd and 4th cervical vertebrae, as well as on the left femur above the knee. Thus could be the signs of the body cleaning of waste tissue for its transportation or in course of the preparation for the burial. Studies of the horse’s remains showed that it has deceased at the age of 10—12 years. The horse was decapitated as well by the hit directed between first and second cervical vertebra. The head was also cut in half and only one part of it was present in the burial. There were also some bones of the animal’s skeleton, which do not belong to the edible parts of the body. The severed head of the horse was located above the place where the man’s head was supposed to be, thus the horse harness was situated on the level of the human skeleton. Traces of the possible preparation of the human body for burial and the location of the remains of a horse over a lost human head along with other changes in the skeleton indicate a certain funeral rite, direct analogies of which have not yet been found in the North Pontic region.


Author(s):  
Martin E. Atkinson

The surface anatomies of the face and neck and their supporting structures that can be palpated have been described in Chapter 20. It is now time to move to the structures that lie under the skin but which cannot be identified by touch starting with the neck and moving up on to the face and scalp. The cervical vertebral column comprises the seven cervical vertebrae and the intervening intervertebral discs. These have the same basic structure as the thoracic vertebrae described in Section 10.1.1. Examine the features of the cervical vertebra shown in Figure 23.1 and compare it with the thoracic vertebra shown in Figure 10.3. You will see that cervical vertebrae have a small body and a large vertebral foramen. They also have two distinguishing features, a bifid spinous process and a transverse foramen, piercing each transverse process; the vertebral vessels travel through these foramina. The first and second vertebrae are modified. The first vertebra, the atlas, has no body. Instead, it has two lateral masses connected by anterior and posterior arches. The lateral masses have concave superior facets which articulate with the occipital condyles where nodding movements of the head take place at the atlanto-occipital joints. The second cervical vertebra, the axis, has a strong odontoid process (or dens because of its supposed resemblance to a tooth) projecting upwards from its body. This process is, in fact, the body of the first vertebra which has fused with the body of the axis instead of being incorporated into the atlas. The front of the dens articulates with the back of the anterior arch of the atlas; rotary (shaking) movements of the head occur at this joint. The seventh cervical vertebra has a very long spinous process which is easily palpable. The primary curvature of the vertebral column is concave forwards and this persists in the thoracic and pelvic regions. In contrast, the cervical and lumbar parts of the vertebral column are convexly curved anteriorly. These anterior curvatures are secondary curvatures which appear in late fetal life. The cervical curvature becomes accentuated in early childhood as the child begins to support its own head and the lumbar curve develops as the child begins to sit up.


2018 ◽  
Vol 115 (3) ◽  
pp. 412-416
Author(s):  
Brooks Berndt

Today’s climate crisis provokes dystopian and utopian narratives of the future faced by humanity. To navigate the theological terrain between the present and an uncertain future, this article explores passages pertaining to the journey of Moses and the Israelites to the Promised Land. The guiding point of orientation for this exploration comes from a verse that captures the seeming powerlessness of the Israelites in the face of the giants inhabiting the Promised Land. Numbers 13:33 reads, “To ourselves we seemed like grasshoppers, and so we seemed to them.” Of crucial importance in coming to terms with such honest self-assessment is the period of discernment and growth that comes from being in the wilderness with the presence of a God who loves and empowers grasshoppers in the face of seemingly insurmountable odds. Because the future of the Body of Christ is inseparable from how the climate crisis is confronted, the journey through the wilderness becomes not merely a story for self-coping but rather a story about churches finding a way forward, even as some dystopian narratives place churches on the road to irrelevance and ultimately extinction. This article explores how the story of exodus provides a sacred ground for imagining a different, even if difficult, future.


1985 ◽  
Vol 18 (4) ◽  
pp. 237-256 ◽  
Author(s):  
Terry Carney

This article, written from a less than detached standpoint by the chairperson of the body concerned, takes the recently completed review of child welfare practice and legislation in the Australian State of Victoria, as a case study of the contours, and of the factors which shape, law reform in areas of social policy. Substantive issues dealt with in the body of the Report1 will not be addressed here. Rather, the article considers some of the reasons which might explain why the task was not entrusted to one of the existing structures for the review of law and social policy in this State, and it canvasses some of the features which may make review by such a free-standing committee the preferred approach when reviewing social policy. The main theme to be explored is that of the role of reviews in accelerating (or inhibiting) the process of change in a legal, welfare practice and public policy context. To this end the article addresses such matters as: the significance of the composition of the review body; its techniques of consultation with the public and with government; its dealings with government and major centres of power; and related matters which bear on its capacity to discharge its basic mandate. The contextual pressures which favour system inertia, or which may transform reform measures into something other than what was intended by the proponents of change, will also be alluded to. It will be argued that the model of expert independent committee suffers from a vulnerability to the effects of external factors and relationships. These may leach away much of its capacity to undertake a thorough, detached evaluation of its specified field, and preclude it from building up significant momentum for change. Nevertheless, it is contended that these weak points are capable of being shored up. As a consequence it is concluded that this model is superior to its competitors when a significant area of social policy is thought to be ripe for evaluation and change.


2005 ◽  
Author(s):  
Mahmood Anwar

The name of my proposing project is “air-car”. Now a day’s traffic jam is common problem of the mega city, especially in third world countries. so, if we design the traffic system such that the light vehicles like car will flies over certain height from the ground level about 100-200 ft and the heavy vehicle like bus, truck, lorry, etc. will run on the road simultaneously then the traffic jam will be minimize with a large scale. Let us introduce with the concept “air-car”. Air car is the vehicle which can run in both way of air and road. That means that it can fly over a certain height from the ground and also run in the road as usual. We know that for the car design is such the lift force is minimized than the drag force. I want to design for the car such that, when the car has to fly lift force will be increase as much as it can fly for the required height. The body of the car also be a stream line body and the flap, aileron, rudder also be added. But this should be hidden at the time of running in the road.


2018 ◽  
Vol 224 ◽  
pp. 02103
Author(s):  
Arthur Avakov ◽  
Evgeny Kosenko ◽  
Ivan Topilin ◽  
Fedor Kopilov

At present, modern ways to protect a varnish coating of cars have become widespread among motorists. Small particles of dirt, dust, winter reagents, minuses of car wash systems, a large number of stones on the road do not have the best effect on car cover. All operational impacts destroy the protective paintwork, after which the steel car body is no longer able to resist the effects of the environment. The body begins to rust and deteriorate. The car eventually loses its appearance, ceases to shine, becomes opaque. Reduction of adverse operational impacts on the paint coating of the car is achieved by modern methods of protection. A wide distribution in the market of automobile cosmetics was produced by protective polishes based on wax or synthetic constituents. It is connected with their small cost and ease of application. The flagship on auto market for the protection of car paint coating is armor plate. This is a protective transparent film with a thickness of approximately 100 microns, providing the maximum degree of protection. Thus, with the help of modern means of protecting paint coating, one can minimize the negative impact of the environment and prolong youth to a car.


Author(s):  
Durga P. ◽  
Dakshayani K. R.

Abstract Introduction Uncinate process is a projection on the posterolateral margins of the superior surface of the body of cervical vertebra. They are involved in uncovertabral (Luschka’s) joints, with intervertebral foramen in between, which is related to the vertebral artery and spinal nerve roots. Osteophytes of uncinate process cause narrowing of intervertebral foramen, resulting in cervical spondylotic radiopathy. Objectives To measure the morphometric parameters of the uncinate process of cervical vertebra. To classify cervical vertebra on the basis of the encroachment of uncinate process on the adjacent intervertebral foramen. Materials and Methods 100 dry cervical vertebrae were obtained from regions in and around Mysore, Karnataka, India. Measurements were taken using digital Vernier callipers. Results Mean average values of the parameters are: width–3.389 ± 0.83 mm (right), 3.389 ± 0.86 mm (left); length–10.42 ± 1.46 mm (right), 10.64 ± 1.88 mm (left); height- 5.32 ± 1.36 mm (right), 5.21 ± 1.16 mm (left). Classification of uncinate process: Type 1 (no encroachment)–82%; Type 2 (inclined and encroached)–12%; Type 3 (not inclined, but large enough to encroach)–6% Conclusion Comparing the results of the present study with previous studies in different regions will help the neurosurgeons in determining the boundaries of uncinate process and allow adequate decompression of neural elements, with reduced risk of neurovascular structures during anterior decompression of spine.


Transport ◽  
2011 ◽  
Vol 26 (3) ◽  
pp. 284-289 ◽  
Author(s):  
István Zador ◽  
Ádám Török ◽  
István Vajda ◽  
László Palkovics

The present vehicles on the road are equipped with an extended range of actuators, sensors and software controlling dynamics. It is still a difficult problem to solve for a suspension system simultaneously holding the body of the car in comfort and executing requirements imposed for other safety systems like ABS, ESP, steer-by-wire etc. Passive suspension systems are unlikely to provide a solution, and therefore the introduction of semi-active suspensions in practical use is necessary. A possible solution could be a permanent magnetic (PM) synchronous tube generator that can operate as a controllable shock absorber parallel with energy recuperative operation. Design software is realized to calculate geometrical and electrical parameters for arbitrary vehicle suspension systems.


2020 ◽  
Vol 11 (2) ◽  
pp. 268
Author(s):  
Jhon Hendri ◽  
Sudi Fahmi ◽  
Bahrun Azmi

But in reality, in the observations of the authors of the vehicles that we encountered, both four-wheeled and two-wheeled, almost every evening until evening, vehicles were found parked on the Flyover on the Sudirman street, Tuanku Tambusai, Sukarno Hatta and HR Subrantas. While the government has clearly provided a symbol of prohibition to stop on the bridge and in the traffic law it clearly states that everyone driving a motorized vehicle on the road is obliged to comply with the stopping and parking requirements. This is dangerous because the flyover is built only for passing vehicles and the vehicle is prohibited from parking or stopping along the body of the flyover because the flyover is not prepared not for stopping vehicles. This type of research is research conducted by identifying the law on how the effectiveness of the law applies in society. The conclusion is that the implementation of the prohibition on parking for motorized vehicle riders in Pekanbaru City flyovers based on Law Number 22 of 2009 concerning Road Traffic and Transportation which results in disruption of road functions based on Law Number 22 of 2009 is less effective and maximal. This is because there are still many people who do not know about these regulations, Lack of Socialization of Law Number 22 Year 2009 from Law Enforcement Officials, Lack of firm law enforcement officials in implementing criminal sanctions, and Lack of Legal Awareness of the Community itself. Obstacles Faced in the Implementation of the Parking Prohibition for Motorized Vehicle Riders on Flyover in Pekanbaru City Based on Law Number 22 of 2009 concerning Road Traffic and Transportation are the Legal Substance, Legal Structure, Legal Culture and Facilities or Facilities and the limited facilities and infrastructure. Efforts made to overcome obstacles in the Implementation of the Parking Prohibition for Motorized Vehicle Riders at Pekanbaru City Flyovers Based on Law Number 22 of 2009 concerning Road Traffic and Transportation are that peace and traffic order is by fostering mutual assistance and assistance among the enforcement officers and the public, the public workers' office of transportation without neglecting their respective interests in the framework of increasing obedience and compliance, thus the Government's hope of improving services in traffic order in a peaceful and orderly condition in the regions can be realized. Apart from that, the implementation of traffic control, tranquility and orderliness can also be carried out by utilizing public facilities and facilities, increasing legal awareness, increasing the number of police personnel in the traffic sphere and repressive actions. Keywords: Implementation, No Parking, Flyover  Namun pada kenyataannya dalam pengamatan penulis kendaraan yang kami jumpai baik roda empat maupun roda dua, hampir setiap sore hingga malam hari ditemukan kendaraan yang parkir di Flyover yang ada dijalan Sudirman, Tuanku Tambusai, Sukarno Hatta dan HR Subrantas. Sementara pemerintah sudah dengan jelas memberikan simbol larangan untuk berhenti dijembatan tersebut serta didalam undang-undang lalu lintas tersebut dengan tegas mengatakan setiap orang yang mengemudikan kendaraan bermotor di jalan wajib mematuhi ketentuan berhenti dan parkir akan diberikan sanksi. Hal ini berbahaya karena Flyover tersebut dibangun hanya untuk kendaraan yang melintas dan kendaraan dilarang parkir atau berhenti di sepanjang badan jalan Flyover karena Flyover itu tidak disiapkan bukan untuk kendaraan yang berhenti. Jenis penelitian ini adalah penelitian yang dilakukan dengan cara mengadakan identifikasi hukum bagaimana efektivitas hukum itu berlaku dalam masyarakat. Kesimpulan adalah Implementasi Larangan Parkir Bagi Pengendara Kendaraan Bermotor Di Flyover Kota Pekanbaru Berdasarkan Undang-Undang Nomor 22 Tahun 2009 Tentang Lalu Lintas Dan Angkutan Jalan yang mengakibatkan terganggunya fungsi jalan berdasarkan Undang-Undang Nomor 22 Tahun 2009 kurang efektif dan maksimal. Hal ini dikarenakan masih banyaknya masyarakat yang tidak mengetahui peraturan tersebut, Kurangnya Sosialisasi Undang-Undang Nomor 22 Tahun 2009 dari Aparat Penegak Hukum, Kurang tegasnya Aparat penegak Hukum dalam menerapkan Sanksi Pidana, Serta Kurangnya Kesadaran Hukum Masyarakat itu sendiri. Hambatan Yang Dihadapi Dalam Implementasi Larangan Parkir Bagi Pengendara Kendaraan Bermotor Di Flyover Kota Pekanbaru Berdasarkan Undang-Undang Nomor 22 Tahun 2009 Tentang Lalu Lintas Dan Angkutan Jalan adalah Substansi Hukum, Struktur Hukum, Budaya Hukum dan Sarana atau Fasilitas dan masih terbatasnya sarana dan prasarana. Upaya yang dilakukan untuk mengatasi hambatan dalam Implementasi Larangan Parkir Bagi Pengendara Kendaraan Bermotor Di Flyover Kota Pekanbaru Berdasarkan Undang-Undang Nomor 22 Tahun 2009 Tentang Lalu Lintas Dan Angkutan Jalan adalah bahwa ketentraman dan ketertiban lalu lintas adalah dengan membina saling membantu dan menolong diantara aparat penertiban dan masyarakat, dinas perhubungan dinas pekerja umum tanpa mengabaikan kepentingan masing-masing dalam rangka peningkatan ketaatan dan kepatuhan, dengan demikian harapan Pemerintah untuk meningkatkan pelayanan dalam ketertiban lalu lintas dalam keadaan tenteram dan tertib di daerah dapat terwujud. Selain itu pelaksanaan penertiban, ketentraman dan ketertiban lalu lintas juga dapat dilakukan dengan memanfaatkan sarana dan fasilitas umum, meningkatkan kesadaran hukum, Menambah Jumlah Personil Kepolisian di lingkup lalu lintas serta Tindakan represif.


2019 ◽  
Vol 12 (1) ◽  
Author(s):  
Seyed Reza Saadat Mostafavi ◽  
Azadeh Memarian ◽  
Omid Motamedi ◽  
Mohammadreza Khaleghi ◽  
Mehdi Pouromidi

Abstract Objectives The cervical vertebrae are more durable than other skeletal components, and therefore may be the only remnants of a dead body. The present study aims to investigate the role of several linear dimensions of the second cervical vertebrae measured by Three-Dimensional Computed Tomographic Scanning (3D CT Scan) in height estimation of Iranian adult population. In this cross-sectional study, height determination was performed by measuring 15 indexes of the second cervical vertebrae. Indexes were obtained by screening cervical CT scan of 66 patients (33 males and 33 females) aged ≥ 18 years at Rasoul Hospital. Chi square, T student and logistic regression tests were used for statistical analysis. The significance level was considered to be < 0.05. Result In the total population, among the indexes for the second cervical vertebrae, the Max height of the axis (AMA) (r = 0.470, P = 0.0001), Max length of the axis (CMA) (r = 0.320, P = 0.007), and Sagittal max body diameter (DSMC) (r = 0.281, P = 0.019) had a strong and positive correlation with height. The results of this study showed the accuracy of linear dimensions of cervical vertebrae in determining the body height of the Iranian adult population.


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