Search

This study presents field tests on an energy pile embedded in cohesive soil and subjected to building loads. The effects of head restraints on the radial thermal responses of the pile were comparatively analyzed. The results reveal that the beam foundation provided poor insulation between the atmosphere and the near-surface soil layer. The radial thermal influence radii at the mid-depth of the energy pile ranged from 3.5D to 1.5D (D is the pile diameter) when operating from 24 h to 8 h daily. When additional mechanical loads were applied to the pile heads, the axial thermal strains decreased, and the radial thermal strains increased; the ratios of axial thermal strain to radial thermal strain decreased by 83% for piles embedded in clay/silty clay and by 18% for piles embedded in dense sand; the responses of radial and axial thermal stresses increased by 33% and 11%, respectively, for piles in clay/silty clay and by 11% and 48%, respectively, for piles in dense sand. [ABSTRACT FROM AUTHOR]

Forward-facing child restraint systems (FF CRS) and high-back boosters often contact the vehicle seat head restraint (HR) when installed, creating a gap between the back surface of the CRS and the vehicle seat. The effects of HR interference on dynamic CRS performance are not well documented. The objective of this study is to quantify the effects of HR interference for FF CRS and high-back boosters in frontal and far-side impacts. Production vehicle seats with prominent, removeable HRs were attached to a sled buck. One FF CRS and two booster models were tested with the HR in place (causing interference) and with the HR removed (no interference). A variety of installation methods were examined for the FF CRS. A total of twenty-four tests were run. In frontal impacts, HR interference produced small but consistent increases in frontal head excursion and HIC36. Head excursions were more directly related to the more forward initial position rather than kinematic differences caused by HR interference. In far-side impacts, HR interference did not have consistent effects on injury metrics. Overall, these results suggest only slight benefits of removing the HR in frontal impacts specifically. Caregivers should use caution if removing a vehicle HR to ensure that the current child occupant and all future vehicle occupants have adequate head support available in case of a rear impact.

Decision-making in dynamic environments often involves accumulation of evidence, in which new information is used to update beliefs and select future actions. Using in vivo cellular resolution imaging in voluntarily head-restrained rats, we examined the responses of neurons in frontal and parietal cortices during a pulse-based accumulation of evidence task. Neurons exhibited activity that predicted the animal's upcoming choice, previous choice, and graded responses that reflected the strength of the accumulated evidence. The pulsatile nature of the stimuli enabled characterization of the responses of neurons to a single quantum (pulse) of evidence. Across the population, individual neurons displayed extensive heterogeneity in the dynamics of responses to pulses. The diversity of responses was sufficiently rich to form a temporal basis for accumulated evidence estimated from a latent variable model. These results suggest that heterogeneous, often transient sensory responses distributed across the fronto-parietal cortex may support working memory on behavioral timescales. VIDEO ABSTRACT.

To minimize motion-related distortion of reconstructed images, conventional positron emission tomography (PET) measurements of the brain inevitably require a firm and tight head restraint. While such a restraint is now a routine procedure in brain imaging, the physiological and psychological consequences resulting from the restraint have not been elucidated. To address this problem, we developed a restraint-free brain PET system and conducted PET scans under both restrained and non-restrained conditions. We examined whether head restraint during PET scans could alter brain activities such as regional cerebral blood flow (rCBF) and dopamine release along with psychological stress related to head restraint. Under both conditions, 20 healthy male participants underwent [15O]H2O and [11C]Raclopride PET scans during working memory tasks with the same PET system. Before, during, and after each PET scan, we measured physiological and psychological stress responses, including the State-Trait Anxiety Inventory (STAI) scores. Analysis of the [15O]H2O-PET data revealed higher rCBF in regions such as the parahippocampus in the restrained condition. We found the binding potential (BPND) of [11C]Raclopride in the putamen was significantly reduced in the restrained condition, which reflects an increase in dopamine release. Moreover, the restraint-induced change in BPND was correlated with a shift in the state anxiety score of the STAI, indicating that less anxiety accompanied smaller dopamine release. These results suggest that the stress from head restraint could cause unsolicited responses in brain physiology and emotional states. The restraint-free imaging system may thus be a key enabling technology for the natural depiction of the mind.

Common quantitative assessments of neck injury criteria do not predict anatomical neck injuries and lack direct relations to design parameters of whiplash-protection systems. This study aims to provide insights into potential soft tissue-level injury sites based on the interactions developed in-between different anatomical structures in case of a rear-end collision. A detailed finite element human model has exhibited an excellent biofidelity when validated against volunteer impacts. Three head restraint arrangements were simulated, predicting both the kinematic response and the anatomical pain source at each arrangement. Head restraint's contribution has reduced neck shear and head kinematics by at least 70 percent, minimized pressure gradients acting on ganglia and nerve roots less than half. Posterior column ligaments were the most load-bearing components, followed by the lower intervertebral discs and upper capsular ligaments. Sprain of the interspinous ligamentum flavum at early stages has caused instability in the craniovertebral structure causing its discs and facet joints to be elevated compressive loads. Excessive hyperextension motion, which occurred in the absence of the head restraint, has promoted a stable avulsion teardrop fracture of the fourth vertebral body's anteroinferior aspect and rupture the anterior longitudinal ligament. The observed neck injuries can be mathematically related to head–torso relative kinematics. These relations will lead to the development of a comprehensive neck injury criterion that can predict the injury level. This, in turn, will impose a significant impact on the design processes of vehicle anti-whiplash safety equipment. [ABSTRACT FROM AUTHOR]

Common quantitative assessments of neck injury criteria do not predict anatomical neck injuries and lack direct relations to design parameters of whiplash-protection systems. This study aims to provide insights into potential soft tissue-level injury sites based on the interactions developed in-between different anatomical structures in case of a rear-end collision. A detailed finite element human model has exhibited an excellent biofidelity when validated against volunteer impacts. Three head restraint arrangements were simulated, predicting both the kinematic response and the anatomical pain source at each arrangement. Head restraint’s contribution has reduced neck shear and head kinematics by at least 70 percent, minimized pressure gradients acting on ganglia and nerve roots less than half. Posterior column ligaments were the most load-bearing components, followed by the lower intervertebral discs and upper capsular ligaments. Sprain of the interspinous ligamentum flavum at early stages has caused instability in the craniovertebral structure causing its discs and facet joints to be elevated compressive loads. Excessive hyperextension motion, which occurred in the absence of the head restraint, has promoted a stable avulsion teardrop fracture of the fourth vertebral body’s anteroinferior aspect and rupture the anterior longitudinal ligament. The observed neck injuries can be mathematically related to head–torso relative kinematics. These relations will lead to the development of a comprehensive neck injury criterion that can predict the injury level. This, in turn, will impose a significant impact on the design processes of vehicle anti-whiplash safety equipment.

Objective: U.S. FMVSS 202a requires that a vehicle head restraint lie within a specified distance (55 mm) from the physical headform on the head restraint measurement device (HRMD). Smaller values of this distance, known as backset, are frequently associated with improved protection against neck injury in rear impact. In some vehicles, small backsets are also associated with complaints of head restraint interference with drivers' preferred head positions. The objective of this study is to examine head/head restraint distances using data from a lab study of driving posture to provide guidance for safe and comfortable head restraint design.Methods: Head positions were measured for 88 U.S. drivers in a laboratory mockup using a seat from a mid-size sedan. The head restraint was removed to allow measurement of drivers' preferred head locations without interference from the head restraint. Rates of disaccommodation, defined as interference between predicted possible head restraint locations and drivers' preferred head locations, were analyzed at HRMD-referenced backsets of 25, 50, 75, and 100 mm measured at 22° and 25° seat back angles.Results: With HRMD-referenced backsets of 25 mm and 50 mm measured at 25°, the head restraint intersected the preferred head locations of 17.9 and 5.2% of the drivers, respectively. An HRMD-referenced backset measured at 22° produced larger accommodation rates than the same backset measured at 25°.Conclusions: The reported distribution of occupant head positions and the resulting restrictions on comfortable head restraint position at various HRMD-referenced backsets and seat back angles help provide guidance for head restraint design. Knowing the actual mean driver-selected seat back angle for a particular vehicle seat and the model presented in this work, a manufacturer can choose a head restraint location that will have a high likelihood of complying with FMVSS backset requirements while also achieving minimal disaccommodation. The findings in this study support the flexibility in the current FMVSS 202a that permits testing at more upright seat back angles than the 25° originally proposed. [ABSTRACT FROM AUTHOR]

Objective: Whiplash-associated disorder (WAD), commonly denoted whiplash injury, is a worldwide problem. These injuries occur at relatively low changes of velocity (typically <25 km/h) in impacts from all directions. Rear impacts, however, are the most common in the injury statistics. Females have a 1.5-3 times higher risk of whiplash injury than males.  Improved seat design is the prevailing means of increasing the protection of whiplash injury for occupants in rear impacts. Since 1997, more advanced whiplash protection systems have been introduced on the market, the Saab Active Head Restraint (SAHR) being one of the most prominent. The SAHR-which is height adjustable-is mounted to a pressure plate in the seatback by means of a spring-resisted link mechanism.  Nevertheless, studies have shown that seats equipped with reactive head restraints (such as the SAHR) have a very high injury-reducing effect for males (∼60-70%) but very low or no reduction effect for females. One influencing factor could be the position of the head restraint relative to the head, because a number of studies have reported that adjustable head restraints often are incorrectly positioned by drivers.  The aim was to investigate how female and male Saab drivers adjust the seat in the car they drive the most.Methods: The seated positions of drivers in stationary conditions have been investigated in a total of 76 volunteers (34 females, 42 males) who participated in the study. Inclusion criteria incorporated driving a Saab 9-3 on a regularly basis.Results: The majority of the volunteers (89%) adjusted the head restraint to any of the 3 uppermost positions and as many as 59% in the top position.  The average vertical distance between the top of the head and the top of the head restraint (offset) increase linearly with increasing statures, from an average of -26 mm (head below the head restraint) for small females to an average of 82 mm (head above the head restraint) for large males. On average, the offset was 23 mm for females, which is within a satisfactory range and in accordance with recommendations; the corresponding value for males was 72 mm.  The backset tended to be shorter among female volunteers (on average 27 mm) compared to the male volunteers (on average 44 mm). Moreover, the backset tended to increase with increasing statures.Conclusions: Incorrect adjustment of the head restraint cannot explain the large differences found between the sexes in the effectiveness of the SAHR system. [ABSTRACT FROM AUTHOR]

Decision-making behavior is often characterized by substantial variability, but its source remains unclear. We developed a visual accumulation of evidence task designed to quantify sources of noise and to be performed during voluntary head restraint, enabling cellular resolution imaging in future studies. Rats accumulated discrete numbers of flashes presented to the left and right visual hemifields and indicated the side that had the greater number of flashes. Using a signal-detection theory-based model, we found that the standard deviation in their internal estimate of flash number scaled linearly with the number of flashes. This indicates a major source of noise that, surprisingly, is not consistent with the widely used 'drift-diffusion modeling' (DDM) approach but is instead closely related to proposed models of numerical cognition and counting. We speculate that this form of noise could be important in accumulation of evidence tasks generally.

This paper presents design of a concept for an integrated head restraint and car seat system to mitigate whiplash in rear-end vehicle collisions. The main emphasis is on a concept, which combines a reactive head restraint with a reactive seat. The chosen concept is developed in the form of mechanical linkages using linkage analysis software, SAM 6.1. A human model positioned in a ‘good’ driving posture is used to show how the head restraint and seat would operate using a typical crash pulse used for dynamic sled testing of automotive seats. The head restraint system is capable of translating into an optimal position of 40 mm forwards and 60 mm upwards in 12 ms, before whiplash-induced injuries start to take place. The reactive seat is also capable of reclining 15 degrees. The combination of reducing the backset and reclining the seat to reduce the relative motion between the head and torso has the potential to reduce the whiplash-effect-related injuries in rear-end collisions. [ABSTRACT FROM PUBLISHER]

High resolution, in vivo optical imaging of the mouse brain over time often requires anesthesia, which necessitates maintaining the animal's body temperature and level of anesthesia, as well as securing the head in an optimal, stable position. Controlling each parameter usually requires using multiple systems. Assembling multiple components into the small space on a standard microscope stage can be difficult and some commercially available parts simply do not fit. Furthermore, it is time-consuming to position an animal in the identical position over multiple imaging sessions for longitudinal studies. This is especially true when using an implanted gradient index (GRIN) lens for deep brain imaging. The multiphoton laser beam must be parallel with the shaft of the lens because even a slight tilt of the lens can degrade image quality. In response to these challenges, we have designed a compact, integrated in vivo imaging support system to overcome the problems created by using separate systems during optical imaging in mice. It is a single platform that provides (1) sturdy head fixation, (2) an integrated gas anesthesia mask, and (3) safe warm water heating. This THREE-IN-ONE (TRIO) Platform has a small footprint and a low profile that positions a mouse's head only 20mm above the microscope stage. This height is about one half to one third the height of most commercially available immobilization devices. We have successfully employed this system, using isoflurane in over 40 imaging sessions with an average of 2 h per session with no leaks or other malfunctions. Due to its smaller size, the TRIO Platform can be used with a wider range of upright microscopes and stages. Most of the components were designed in SOLIDWORKS® and fabricated using a 3D printer. This additive manufacturing approach also readily permits size modifications for creating systems for other small animals. [ABSTRACT FROM AUTHOR]

Police based national accident data from the Netherlands show an enormous increase of both in number and in share of car rear-end collisions resulting in injury over the last 15 years. The average severity of those accidents remains low (illustrated by very low shares of occupants killed or hospitalised). However, the apparent increase in number of less severely injured as well as the personal and societal consequences of their injuries may well impose an increasing threat to the quality of life within the Dutch society. Based on national accident data as well as other relevant injury and traffic exposure data, the current situation in the Netherlands is described. Differences with respect to gender unexpectedly suggest that female drivers have a higher risk of their car being hit from behind than male drivers do. Less unexpectedly, differences are found between males and females with respect to injury susceptibility. These differences are analysed using controlling factors such as type of car, type of road, and exposure to traffic. It appears that not all of the indicators used point the same way; some of the increase mentioned may be due to registration biases. There is also a lack of adequate data with regard to the real number of whiplash injuries, their severity, and the longer-term consequences. Even if the total scope of the problem of whiplash injury in the Netherlands is still not fully known, the current estimate of societal consequences implicates a need for preventive measures. In the first place, accident prevention should be considered and a number of possible preventive measures (such as infrastructural improvement and application of ITS devices in cars to maintain distance in traffic) are discussed. Injury preventive measures (such as in car protection against whiplash) are already more generally available but still need much improvement.

Background The success of many neuroscientific studies depends upon adequate head fixation of awake, behaving animals. Typically, this is achieved by surgically affixing a head-restraint prosthesis to the skull. New method Here we report the use of thermoplastic masks to non-invasively restrain monkeys’ heads. Mesh thermoplastic sheets become pliable when heated and can then be molded to an individual monkey's head. After cooling, the custom mask retains this shape indefinitely for day-to-day use. Results We successfully trained rhesus macaques ( Macaca mulatta ) to perform cognitive tasks while wearing thermoplastic masks. Using these masks, we achieved a level of head stability sufficient for high-resolution eye-tracking and intracranial electrophysiology. Comparison with existing method Compared with traditional head-posts, we find that thermoplastic masks perform at least as well during infrared eye-tracking and single-neuron recordings, allow for clearer magnetic resonance image acquisition, enable freer placement of a transcranial magnetic stimulation coil, and impose lower financial and time costs on the lab. Conclusions We conclude that thermoplastic masks are a viable non-invasive form of primate head restraint that enable a wide range of neuroscientific experiments. [ABSTRACT FROM AUTHOR]

A correctly positioned vehicle head restraint (HR) can reduce whiplash injury risk in collisions, however, HRs are often sub-optimally positioned. The primary aim of this study was to investigate vehicle HR position and driver knowledge of correct HR positioning in an Irish population. Secondary aims were to investigate the associations with driver age, gender and vehicle age. Data collection involved HR measurement and a driver questionnaire (n = 110). Just 27% of drivers had optimal HR positioning, while 30% had poor or marginal positioning. Newer vehicles (<5 years old) had better positioned HR in the horizontal plane (p = 0.036), than older vehicles. Younger drivers (<30 years) were more likely to have poorer positioning of HR (p = 0.002), than the 30 years or over group. Females were more likely to have better vertical positioning of their HR (p = 0.003) than males. Driver knowledge of correct position was variable, and not associated with actual HR position, with 65% knowing the correct vertical positioning standard but only 27% identifying the correct horizontal position. Many drivers have inadequately positioned HR, which needs to be addressed by improved vehicle design and public education. [ABSTRACT FROM AUTHOR]

Objective: Previous research indicates that most vehicle occupants are unaware that a correctly adjusted, well-designed vehicular head restraint provides substantial protection against whiplash injuries. This study examined whether a brief educational intervention could improve awareness regarding whiplash injuries and prevention strategies among a cohort of vehicle fleet managers. Methods: A brief written survey was administered prior to, and approximately 1 h after a 30-min presentation on whiplash injury and prevention measures, which was delivered at a regional fleet manager meeting held in British Columbia, Canada (n = 27 respondents). Results: Respondents had low baseline knowledge levels regarding the causes, consequences, and prevention of whiplash. Following the presentation, however, respondents improved awareness in all of these domains and, most important, reported an increased motivation to implement changes based on this newly acquired knowledge. Conclusions: These results indicate that improved education practices and social marketing tools are potentially valuable to increase awareness among relevant stakeholders. [ABSTRACT FROM AUTHOR]

Objective: Although several previous studies have evaluated horizontal head restraint backset distances, few studies have evaluated them during driving. The purpose of this study was to measure this backset during routine automobile driving and to specifically evaluate the backset during individual driving tasks such as turning, stopping, starting, and lane changes. Methods: Fourteen subjects drove around a specified route through the city of Guelph, Ontario, Canada, that included residential, thruway, and highway driving; additional minor driving tasks, such as lane changes, were evaluated. The distance of head restraint to posterior aspect of the head was measured continuously throughout the drive using an ultrasonic measurement system. The timing of specific tasks was documented using a video camera. Results: The average head-to-restraint distance throughout the driving route was 78.1 mm (standard deviation [SD] 24.8 mm); this distance did not vary significantly between the global measures during various driving areas (residential, thruway, and highway). We observed that the head restraint backsets during right turns (93.6 mm; SD 34.8 mm) were significantly larger compared to the other driving tasks (p < .001). The 7 males and 7 females showed similar backset distances: 84.52 mm (SD 12.08) and 71.68 mm (SD 5.53), respectively (p = .0785). Conclusions: We observed that most subjects maintain a relatively consistent head-to-restraint distance throughout their driving route; 2 subjects adopted very large head restraint backset distances throughout their drive and 2 others adopted very small head restraint backset distances-this appears to reflect driver posture. Twelve of 14 subjects had average backset distances that exceed the National Highway Traffic Safety Administration and the Federal Motor Vehicle Safety Standard guidelines, indicating that most drivers may be at risk for whiplash-like disorders if exposed to a rear impact while driving. Of the monitored driving tasks, turning, especially right turns, caused drivers to increase their head-to-restraint backset distance. [ABSTRACT FROM AUTHOR]

This paper evaluates the consequences of the impact of an unrestrained object against the head of vehicle occupant during a frontal crash by means of a computational head-neck biomechanical model. The correct positioning of head restraints can partially protect the rear side of the head, but there is still a significant probability of being injured. However, because head restraints are typically not properly adjusted as whiplash studies have shown, the probability of being impacted by an unrestrained object during a frontal crash is noticeably high and hence the risk of being injured is also high. In this work, head injury risk is evaluated through the Head Injury Criterion (HIC), by simulating a complete head-neck biomechanical model with realistic motion under frontal crash condition. The model developed includes all cervical vertebrae, intervertebral discs, ligaments and muscles. The model was validated against experimental data. Results have shown that the risk of severe head injury in frontal collision due to unrestrained objects cannot be neglected. The risk is directly related to the mass of the impact object, the relative velocity between the object and the head and the incorrect use of the head restraint. [ABSTRACT FROM AUTHOR]

Domestic automobile insurance claims were investigated to correlate the driver neck injury risk with the safety rating of the head restraint, the severity of vehicle damage, and other human factors. The results of our statistical analysis reveal that the risk of neck injury for the driver is significantly different for vehicle size, use, driver gender, driver age, impact direction, accident location, and safety rating of head restraint, depending on vehicle the damage level which is assumed to imply impact severity during a rear-end crash accident. One of the unique findings from domestic insurance claims from low-speed rear-end crash accidents is the frequent reports of lower back injury together with whiplash. Thus, the risk of lower back discomfort is also included in this statistical analysis. [ABSTRACT FROM AUTHOR]

Many wheelchair users remain in their wheelchairs during transit. Safety research for wheelchair users has focused mainly on frontal impact. However, although they are generally less severe, rear-impact injuries are expensive and difficult to treat and whiplash injury protection for adult wheelchair users remains poorly understood. In this article, 10 g (16 km/h) rear-impact sled tests conducted with the Biofidelic Rear Impact Dummy II or BioRID-II (Denton ATD Inc and Chalmers University of Technology; Gothenburg, Sweden) seated in a rigid wheelchair with no head restraint showed that Abbreviated Injury Scale-score 1 neck injury risk evaluated with the neck injury criterion (NIC) and Nkm criterion is substantially above proposed threshold levels. A prototype wheelchair head restraint was developed and tested together with an existing commercial head restraint (Rolko; Borgholzhausen, Germany) in the same 10 g (16 km/h) rear impact. Both head restraints reduced the injury scores substantially. NIC test scores for the head restraints with no gap ranged from 18 to 24 (approximately 20%-30% chance of neck injury symptoms of duration >1 month) compared with test scores for no head restraints that ranged from 34 to 37 (approximately 95% chance of neck injury). The corresponding extension-posterior Nkm scores with no gap ranged from 0.30 to 0.35 (approximately 5% chance of neck injury) compared with no head restraint of 1.16 (approximately 45% chance of neck injury symptoms). However, the number of sled tests performed was small (three with no head restraint and six with a head restraint), and these results should be considered mainly trends. Preliminary results also showed that the horizontal gap between the head and the wheelchair head-restraint cushion should be as small possible. [ABSTRACT FROM AUTHOR]

This paper reports the design and development of a novel head restraint system for automotive applications to reduce whiplash injuries to occupants. This head restraint mechanism is combined with a pair of ultrasonic sensors, actuators and control algorithm to form an active head restraint system, which detects the position of an occupant's head when seated in the car and moves the head restraint into an optimum position to reduce the chances of receiving whiplash injuries in the event of a rear impact. The system monitors significant changes in the position of the head and moves the head restraint to the desired position. A system demonstrator is built and successfully tested. [ABSTRACT FROM AUTHOR]

Objectives. The horizontal distance between the back of the head and the frontal of the head restraint (backset) and rearward head movement relative to the torso (cervical retraction) were studied in different occupant postures and positions in a modern car. Methods. A stratified randomized population of 154 test subjects was studied in a Volvo V70 year model 2003 car, in driver, front passenger, and rear passenger position. In each position, the subjects adopted (i) a self-selected posture, (ii) a sagging posture, and (iii) an erect posture. Cervical retraction, backset, and vertical distance from the top of the head restraint to the occipital protuberance in the back of the head of the test subject were measured. These data were analyzed using repeated measures ANOVA and linear regression analysis with a significance level set to p < 0.05. Results. In the self-selected posture, the average backset was 61 mm for drivers, 29 mm for front passengers, and 103 mm for rear passengers (p < 0.001). Women had lower mean backset (40 mm) than men (81 mm), particularly in the self-selected driving position. Backset was larger and cervical retraction capacity lower in the sagging posture than in the self-selected posture for occupants in all three occupant positions. Rear passengers had the largest backset values. Backset values decreased with increased age. The average cervical retraction capacity in self-selected posture was 35 mm for drivers, 30 mm for front passengers, and 33 mm for rear passengers (p < 0.001). Conclusions. Future design of rear-end impact protection may take these study results into account when trying to reduce backset before impact. Our results might be used for future development and use of BioRID manikins and rear-end tests in consumer rating test programs such as Euro-NCAP. [ABSTRACT FROM AUTHOR]

Abstract: Although head restraints were introduced in the 1960s as a countermeasure for whiplash, their limited effectiveness has been attributed to incorrect positioning. The effect of backset on cervical segmental angulations, which were previously correlated with spinal injury, has not been delineated. Therefore, the practical restraint position to minimize injury remains unclear. A parametric study of increasing head restraint backset between 0 and 140mm was conducted using a comprehensively validated computational model. Head retraction values increased with increasing backset, reaching a maximum value of 53.5mm for backsets greater than 60mm. Segmental angulation magnitudes, greatest at levels C5–C6 and C6–C7, reached maximum values during the retraction phase and increased with increasing backset. Results were compared to a previously published head restraint rating system, wherein lower cervical extension magnitudes from this study exceeded mean physiologic limits for restraint positions rated good, acceptable, marginal, and poor. As head restraint contact was the limiting factor in head retraction and segmental angulations, the present study indicates that minimizing whiplash injury may be accomplished by limiting head restraint backset to less than 60mm either passively or actively after impact. [Copyright &y& Elsevier]

Car-rear-impact-induced cervical spine injuries present a serious burden on society and, in response, seats offering enhanced protection have been introduced. Seats are evaluated for neck protection performance but only at one specific backrest angle, whereas in the real world this varies greatly owing to the variation in occupant physique. Changing the backrest angle modifies the seat geometry and thereby the nature of its interaction with the occupant. Low-velocity rear-impact tests on a BioRID II anthropomorphic test dummy (ATD) have shown that changes in backrest angle have a significant proportionate effect on dummy kinematics. A close correlation was found between changes in backrest angle and the responses of neck injury predictors such as lower neck loading and lower neck shear but not for the neck injury criterion NICmax. Torso ramping was evident, however, with negligible effect in low-velocity impacts. The backrest angle ranged from 20° to 30° whereas the BioRID II spine was adapted to a range from 20° to 26.5°. Nevertheless, in general, instrumentation outputs correlated well, indicating that this ATD could be used for evaluating seats over a 20–30° range rather than solely at 25° as required by current approval test specifications. [ABSTRACT FROM AUTHOR]

The function of a head restraint system is to prevent injurious hyperextension of the occupant's neck in the event of a road vehicle rear end impact, and thus it must have adequate stiffness to limit the movement of the head relative to the torso. Also, it should absorb the kinetic energy progressively so that the head does not sustain any injury and does not roll on the cushion. Practically, a well-designed head restraint will have an optimum balance of these features and thereby offer adequate protection for both the head and the neck. This paper presents some pioneering thinking on head restraint design and develops criteria for qualifying the systems. It presents an airbag head restraint system that has optimum stiffness and good potential for reducing head and neck injuries suffered through rear end collisions. It also presents the results of experimental tests conducted on this novel airbag head restraint system and on several randomly selected existing head restraints. Furthermore, analysis of energy absorption capabilities, head injury criterion (HIC) values and a new criterion, called the equivalent impact power criterion (EIPC), is developed in order to quantify the relation between the rate at which energy is imparted to the head during the impact cycle and injury severity. Current test results show that, the lower the EIPC, the better is the head restraint system and the less is the risk of whiplash and head injuries. Moreover, the work has quantified a number of variables, including the optimum stiffness, as the factors governing the severity of injury to the occupant in a rear impact scenario. [ABSTRACT FROM AUTHOR]