MEASURING HEAD IMPACT CONTACT PRESSURE IN COLLEGIATE FOOTBALL GAMES TO CORRELATE HEAD KINEMATICS TO BRAIN KINETICS ELUCIDATING BRAIN INJURY DYNAMICS

Does a brain store thoughts and memories the way a computer saves its files? How can a single hit or a fall erase all those memories? Brain Mapping and traumatic brain injuries (TBIs) have become widely researched fields today. Many researchers have been studying TBIs caused to adult American football players however youth athletes have been rarely considered for these studies, contradicting to the fact that American football enrolls highest number of collegiate and high-school children than adults. This research is an attempt to contribute to the field of youth TBIs. Earlier studies have related head kinematics (linear and angular accelerations) to TBIs. However, fewer studies have dealt with brain kinetics (impact pressures and stresses) occurring during head-on collisions. The National Operating Committee on Standards for Athletic Equipment (NOCSAE) drop tests were conducted for linear impact accelerations and the Head Impact Contact Pressures (HICP) calculated from them were applied to a validated FE model. The results showed lateral region of the head as the most vulnerable region to damage from any drop height or impact distance followed by posterior region. The TBI tolerance levels in terms of Von-Mises and Maximum Principal Stresses deduced for lateral impact were 30 MPa and 18 MPa respectively. These levels were corresponding to 2.625 feet drop height. The drop heights beyond this value will result in TBI causing stress concentrations in human head without any detectable structural damage to the brain tissue. This data can be utilized for designing helmets that provide cushioning to brain along with providing a resistance to shear.

Collision warning dissemination in vehicles strings : an empirical measurement

Inter-Vehicular Communications (IVC) are considered a promising technological approach for enhancing transportation safety and improving highway efficiency. Previous theoretical work has demonstrated the benefits of IVC in vehicles strings. Simulations of partially IVC-equipped vehicles strings showed that only a small equipment ratio is sufficient to drastically reduce the number of head on collisions. However, these results are based on the assumptions that IVC exhibit lossless and instantaneous messages transmission. This paper presents the research design of an empirical measurement of a vehicles string, with the goal of highlighting the constraints introduced by the actual characteristics of communication devices. A warning message diffusion system based on IEEE 802.11 wireless technology was developed for an emergency breaking scenario. Preliminary results are presented as well, showing the latencies introduced by using 802.11a and discussing early findings and experimental limitations

An improved representation of vehicle incompatibility in frontal NCAP tests using a modified rigid barrier

With the objective of better understanding the significance of New Car Assessment Program (NCAP) tests conducted by the National Highway Traffic Safety Administration (NHTSA), head-on collisions between two identical cars of different sizes and between cars and a pickup truck are studied in the present paper using LS-DYNA models. Available finite element models of a compact car (Dodge Neon), midsize car (Dodge Intrepid), and pickup truck (Chevrolet C1500) are first improved and validated by comparing theanalysis-based vehicle deceleration pulses against corresponding NCAP crash test histories reported by NHTSA. In confirmation of prevalent perception, simulation-bascd results indicate that an NCAP test against a rigid barrier is a good representation of a collision between two similar cars approaching each other at a speed of 56.3 kmph (35 mph) both in terms of peak deceleration and intrusions. However, analyses carried out for collisions between two incompatible vehicles, such as an Intrepid or Neon against a C1500, point to the inability of the NCAP tests in representing the substantially higher intrusions in the front upper regions experienced by the cars, although peak decelerations in cars arc comparable to those observed in NCAP tests. In an attempt to improve the capability of a front NCAP test to better represent real-world crashes between incompatible vehicles, i.e., ones with contrasting ride height and lower body stiffness, two modified rigid barriers are studied. One of these barriers, which is of stepped geometry with a curved front face, leads to significantly improved correlation of intrusions in the upper regions of cars with respect to those yielded in the simulation of collisions between incompatible vehicles, together with the yielding of similar vehicle peak decelerations obtained in NCAP tests.

A new model for coalescence efficiency of drops in stirred dispersions

A model for coalescence efficiency of two drops embedded in an eddy has been developed. Unlike the other models which consider only head-on collisions, the model considers the droplets to approach at an arbitrary angle. The drop pair is permitted to undergo rotation while they approach each other. For coalescence to occur, the drops are assumed to approach each other under a squeezing force acting over the life time of eddy but which can vary with time depending upon the angle of approach. The model accounts for the deformation of tip regions of the approaching drops and, describes the rupture of the intervening film, based on stability considerations while film drainage is continuing under the combined influence of the hydrodynamic and van der Waals forces. The coalescence efficiency is defined as the ratio of the range of angles resulting in coalescence to the total range of all possible approach angles. The model not only reconciles the contradictory predictions made by the earlier models based on similar framework but also brings out the important role of dispersed-phase viscosity. It further predicts that the dispersions involving pure phases can be stabilized at high rps values. Apart from explaining the hitherto unexplained experimental data of Konno et al. qualitatively, the model also offers an alternate explanation for the interesting observations of Shinnar.

An analysis of the crash experience of light trucks equipped with antilock braking systems. Technical report.

Mode of access: Internet.

An analysis of the crash experience of passenger cars equipped with antilock braking systems. Technical report.

Mode of access: Internet.

Statistical evaluation of the effectiveness of Federal Motor Vehicle Safety Standard 207: Seat Back Locks (Only). Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Statistical analysis of crash conditions and their relationship to injuries. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

VSDSS, research studies. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Final design and implementation plan for evaluating the effectiveness of FMVSS 215: exterior protection. Tasks #4 & #5 report.

National Highway Traffic Safety Administration, Washington, D.C.

Research safety vehicle. Phase I. Volume III. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

An evaluation of occupant protection in frontal interior impact for unrestrained front seat occupants of cars and light trucks. Technical report.

Mode of access: Internet.

Information used in detecting upcoming collisions.

In four experiments we examined the nature of the information used in judging whether events would or would not give rise to a collision in the near future. Observers were tested in situations depicting approaches between two objects (lateral approaches) and approaches between an object and the point of observation (head-on approaches), with objects moving according to constant deceleration or sinusoidal deceleration patterns. Judgments were found to be based, to a large extent, on the (in)sufficiency of current deceleration to avoid upcoming collision, as specified optically by tau-dot (tau over dot). However, the information specified, by tau (tau), that is the current (first-order) time remaining until contact, was also found to play a significant role. We deduce that judgment of upcoming collision is based on the detection Of T and its evolution over time, suggesting that observers are sensitive to Deltatau rather than to tau over dot itself.

SPH simulations of clumps formation by dissipative collisions of molecular clouds - II. Magnetic case

We performed computer simulations of interstellar cloud-cloud collisions using the three-dimensional smoothed particle magnetohydrodynamics method. In order to study the role of the magnetic field on the process of collision-triggered fragmentation, we focused our attention on head-on supersonic collisions between two identical spherical molecular-clouds. Two extreme configurations of the magnetic field were adopted: parallel and perpendicular to the initial clouds motion. The initial magnetic field strength was approximately 12.0 muG. In the parallel case, much more of the collision debris were retained in the shocking region than in the non-magnetic case where gas escaped freely throughout the symmetry plane. Differently from the non-magnetic case, eddy-like vortices were formed. The regions of highest vorticity and the the regions of highest density are offset. We found clumps formation only in the parallel case, however, they were larger, hotter and less dense than in the analogous non-magnetic case. In the perpendicular case, the compressed field works as a magnetic wall, preventing a stronger compression of the colliding clouds. This last effect inhibits direct contact of the two clouds. In both cases, we found that the field lines show a chaotic aspect in large scales. Also, the field magnitude is considerably amplified in the shock layer. However, the field distribution is almost coherent in the higher density regions.

Basic research in crashworthiness II -- testing and evaluation of collapsing forward structure modification concept in car-to-car frontal collisions. Interim technical report.

National Highway Traffic Safety Administration, Washington, D.C.