| 1. |
- Ahlgren, Ewa, 1959-, et al.
(författare)
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Patients with Coronary Artery Disease Are Active Car Drivers Both Before and Soon After Heart Surgery
- 2002
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 3:3, s. 205-208
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Tidskriftsartikel (refereegranskat)abstract
- Cognitive ability is essential for the fitness to drive. Impaired cognitive functions are common after cardiac surgery. Little is known about driving habits and influence of postoperative cognitive decline on driving performance in these patients. The aim of this study was to investigate the extent of driving activity of patients before and after cardiac surgery. Ninety-seven cardiac surgical patients were interviewed about their driving habits before and 12 weeks after surgery. The mean age was 66. Before the operation, 78% were active car drivers. They drove several times a week including longer than 100 km distances. After the operation, 64% continued to drive and most of them (69%) had commenced driving within 6 weeks. The majority (79%) reported unchanged driving habits, while 13 patients (21%) had reduced their driving activity due to the cognitive symptoms they experienced. Patients with coronary artery disease are active car drivers both before and after heart surgery. Further evaluation of the ability of these patients to drive is required if we are to give advice and apply restrictions in the interest of traffic safety.
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| 2. |
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| 3. |
- Jakobsson, Lotta, 1967, et al.
(författare)
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Evaluation criteria for AIS 1 neck injuries in frontal impacts - A parameter study combining field data and Madymo modelling
- 2004
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 5:4, s. 374-381
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Tidskriftsartikel (refereegranskat)abstract
- Two situations with an expected higher AIS 1 neck injury rate in frontal impact were compared to a reference situation using a Madymo human body model in three different sitting postures and four different crash pulses. The two situations were reduced occupant weight and occupant with initial forward arm resistance, respectively. Occupant neck motion phases were identified and corresponding possible evaluation criteria were evaluated within the phases. Typical neck kinematics was seen for the two different situations. Occupants of lower weight had a more extended neck in the initial protraction phase and also a generally more pronounced upper neck link angle. Occupants with initial arm resistance had generally greater lower neck link angle at the time when the upper neck link angle was straight. No evaluation criteria reflected the anticipated AIS 1 neck injury rate consistently. In the initial protraction phase, NICmincorrelated to expected injury outcome in almost half of the cases. In the protractionflexion shift phase, Nkm, Nij, upper neck shear force and neck tension force reflected anticipated severity outcome to some extent. In the flexion phase, upper and lower neck extension correlated to anticipated AIS 1 neck injury rate only to a minor extent. The different sitting postures were more influential than the different crash pulses, emphasizing the importance of not only considering the spectra of impact severity but also differences in sitting postures in safety system development and evaluation.
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| 4. |
- Jakobsson, Lotta, 1967, et al.
(författare)
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Parameters influencing AIS 1 neck injury outcome in frontal impacts
- 2004
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-957X .- 1538-9588. ; 5:2, s. 156-63
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Tidskriftsartikel (refereegranskat)abstract
- In order to gain more knowledge of the neck injury scenario in frontal impacts, a statistical study of parameters influencing incidences of AIS 1 neck injuries was performed. The data set consisted of 616 occupants in Volvo cars. Information regarding the crash, the safety systems, occupant characteristics (including prior neck problems), behavior and sitting posture at the time of impact, and neck symptoms (including duration) was collected and analyzed. Occupant characteristics (mainly gender, weight, and age), kinematics (head impacts) and behavior at the time of impact were identified as the most prominent parameter areas with regard to AIS 1 neck injury outcome. Specifically, women had a significantly higher AIS 1 neck injury rate as compared to men, occupants under the age of 50 had a significantly higher AIS 1 neck injury rate as compared to those above 50 and occupants weighing less than 65 kg have a significantly higher AIS 1 neck injury rate than heavier occupants. Drivers stating that they impacted their head against a frontal interior structure had a significantly higher AIS 1 neck injury rate than those without head impact. Also, occupants who stated they had tensed their neck muscles at the time of impact, had a significantly higher AIS 1 neck injury rate as compared to occupants who did not. Occupant activities, such as tightly gripping the steering wheel or straightening their arms showed a significantly increased AIS 1 neck injury rate, indicating that occupant behavior at time of impact could be influential with respect to AIS 1 neck injury outcome. Also, occupants reporting prior neck problems had a higher rate of persistent symptoms (>1 year) but no difference with respect to passing symptoms (
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| 5. |
- Kleiven, Svein, et al.
(författare)
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Consequences of Reduced Brain Volume Following Impact in Prediction of Subdural Hematoma Evaluated with Numerical Techniques
- 2002
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 3:4, s. 303-310
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Tidskriftsartikel (refereegranskat)abstract
- Detailed and parameterized models of the adult human head were created using the finite element method. Different sizes of the brain and the subdural space were generated, and the models were impacted toward padded surfaces in the frontal, temporal, and occipital direction. The present results show for the first time that, by reducing the brain size and thereby increasing the volume in the subdural space in the finite element model, a significant increase in relative motion was found between the skull and brain which correlated with the reduction of brain size.
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| 6. |
- Linder, Astrid, et al.
(författare)
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Design and validation of the neck for a rear impact dummy (BioRID I)
- 2002
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 3:2, s. 167-174
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Tidskriftsartikel (refereegranskat)abstract
- To assess the protective performance of seats and head restraints, occupant models able to mimic the motion of a human in a crash are needed. Hence, a new mechanical dummy neck for low-velocity rear collision tests was developed. The dummy neck consists of seven cervical elements connected by pin joints. The stiffness properties of the neck were represented by rubber blocks mounted between each pair of vertebrae, as well as by muscle substitutes between the head and the first thoracic vertebra (T1). The muscle substitutes consist of cables connected to a unit containing springs and a damper. The neck was validated against volunteer test data (Δv of 7 km/h) and compared with the kinematics of the Hybrid III dummy. The new neck was tested as a part of a new dummy (BioRID) that produced a human-like motion of the T1. The kinematics of the new neck was within the corridor of the volunteers, during the major part of the first 250 ms of the crash event, for both displacement of the head relative to T1 and for the acceleration of the head. This applies to both duration and peak values. When compared with the new neck, the Hybrid III showed an earlier decrease of the horizontal acceleration of the head, less maximum horizontal displacement, and an earlier increase of the rearward angular displacement of the head relative to T1.
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| 7. |
- Linder, Astrid, et al.
(författare)
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Evaluation of the BioRID P3 and the hybrid III in pendulum impacts to the back : A comparison with human subject test data
- 2002
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 3:2, s. 159-166
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Tidskriftsartikel (refereegranskat)abstract
- Crash test dummies able to mimic the motion of a human are needed to assess the protective performance of seats and head restraints in crash tests. This study evaluates both a newly developed dummy for rear impacts (BioRID P3) and the Hybrid III dummy by means of a recently available set of human subject data. The study also meets the need for validation of the BioRID P3 at a higher impact severity than that previously achieved. The BioRID P3 and the Hybrid III were evaluated by means of pendulum impacts to the back and compared with data from previously run cadaver tests. Seated dummies were struck with a pendulum with a mass of 23 kg and an impact velocity of 4.6 m/s at the level of the 6th thoracic vertebra. The results showed that peak values and temporal responses of the BioRID P3 was closer to that of the corridor of the cadavers than the Hybrid III in terms of horizontal, vertical, and angular displacement of the head and of the head relative to T1.
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| 8. |
- Liu, Xuejun, 1971, et al.
(författare)
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A study of influence of vehicle speed and front structure on pedestrian impact responses using mathematical models
- 2002
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Ingår i: Traffic Injury Prevention. - 1538-957X .- 1538-9588. ; 3:1, s. 31-42
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Tidskriftsartikel (refereegranskat)abstract
- A validated pedestrian multibody model was used to investigate the influences of impact speed andvehicle front structure on the pedestrian dynamic responses in vehicle collisions. To predict theinjury risks of pedestrians at different impact speeds, the injury-related parameters concerninghead, chest and lower extremity areas were calculated from mathematical simulations. Four vehicletypes including large and compact passenger cars, minivans and light trucks were simulatedaccording to their frequency of involvement in real world accidents. The influences of variousvehicle front shape and compliance parameters were analyzed.Based on the results from the parametric study, the possible benefits from speed control in urbanarea were assessed, and a feasible speed limit was proposed to reduce the risks of pedestrianinjuries. Moreover, the possible countermeasures on basis of vehicle front design to mitigate theinjury severity of the pedestrians were discussed.
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| 9. |
- Liu, Xuejun, 1971, et al.
(författare)
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Development of Child Pedestrian Models and Evaluation with Accident Reconstruction
- 2002
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Ingår i: Traffic Injury Prevention. - 1538-957X .- 1538-9588. ; 3:4, s. 321-329
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Tidskriftsartikel (refereegranskat)abstract
- Four mathematical models were developed to represent 3-, 6-, 9-, and 15-year-old child pedestrians. In the absence ofbiomechanical data of children, resistive properties of various joints and body segments were scaled down from that of avalidated adult model. Differences in anatomical structure and age-dependent properties of biological tissues were taken intoconsideration. In this study, the primary effort was emphasized on the scaling of lateral bending properties of the vertebraecolumn and knee joint, as well as the contact stiffness of the lower extremity. The scaling factors of contact stiffness for otherbody regions, such as head and thorax, were adopted from the literature. To evaluate the performance of the child pedestrianmodels, two real-world accidents were reconstructed by using the accident data from in-depth investigation. The impactresponses of child models agreed reasonably well with the actual injury outcomes in accidents.
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| 10. |
- Yang, Jikuang, 1948, et al.
(författare)
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A Human- 3D Mathematical Model for Simulation of Car-Pedestrian Impacts
- 2000
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Ingår i: Traffic Injury Prevention. - 1538-957X .- 1538-9588. ; 2:2, s. 131-149
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Tidskriftsartikel (refereegranskat)abstract
- A 3D mathematical model of the human body was developed to simulate responses ofpedestrians in car impacts. The model consists of fifteen body segments connected by fourteenjoints, including two human-like knee joints and two breakable-leg segments. The anthro-pometrical data for the model were generated by theGEBODprogram, and characteristics ofthe body segments and the joints were defined based on available biomechanical data.The validity of the model was evaluated against full-scale impact tests with pedestriansubstitutes and an experimental car in terms of the kinematics of the pedestrian substitute,bumper impact forces, accelerations of the body segments, and failure description fromanatomical investigations of the pedestrian substitutes.The sensitivity of the model to input variables was studied at impact speeds of 15 and40 km/h with the following car-front parameters: bumper height, bumper stiffness, bumper-lead distance, height of hood edge, and hood-edge stiffness. The validated model demonstratedits capability in simulations of car±pedestrian impacts for the assessment of responses ofpedestrians, prediction of risks of pedestrian injuries and for the development of safetycountermeasures.
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