Effect of seat back angle on preferred seat pan inclination for the development of highly automated vehicles.

Recent studies on occupants' safety in reclined positions suggest that a more inclined seat pan could be needed to reduce the occurrence of submarining. This study aimed to investigate whether a more inclined seat pan would also be comfortable for occupants. Eighteen volunteers participated in the experiment. They were asked to self-select seat pan inclination for seat back angles from 20 to 60 degrees using a reconfigurable experimental seat from two initial seat pan angles (10 and 40 degrees from the horizontal). On average, preferred seat pan angle varied from 11.3(±2.1, standard deviation) to 29.9(±6.8), 12.5(±3.8) to 37.4(±3.7), and 12.8(±4.8) to 38.6(±2.7) degrees for seat pan angles of 20, 40, and 60 degrees respectively. The shear force analysis suggests that the seat pan inclination might be self-selected to reduce the forward shear, while a high inclination angle with a noticeable backward shear was also preferred.Practitioner summary: Preferred range of seat pan inclination for different seat back angles studied for the development of highly automated vehicles. The present work provides quantitative guidelines for specifying comfortable seating in a reclined position.

PIPER adult comfort: an open-source full body human body model for seating comfort assessment and its validation under static loading conditions.

Introduction: In this paper we introduce an adult-sized FE full-body HBM for seating comfort assessments and present its validation in different static seating conditions in terms of pressure distribution and contact forces. Methods: We morphed the PIPER Child model into a male adult-sized model with the help of different target sources including his body surface scans, and spinal and pelvic bone surfaces and an open sourced full body skeleton. We also introduced soft tissue sliding under the ischial tuberosities (ITs). The initial model was adapted for seating applications with low modulus soft tissue material property and mesh refinements for buttock regions, etc. We compared the contact forces and pressure-related parameters simulated using the adult HBM with those obtained experimentally from the person whose data was used for the model development. Four seat configurations, with the seat pan angle varying from 0° to 15° and seat-to-back angle fixed at 100°, were tested. Results: The adult HBM could correctly simulate the contact forces on the backrest, seat pan, and foot support with an average error of less than 22.3 N and 15.5 N in the horizontal and vertical directions, which is small considering the body weight (785 N). In terms of contact area, peak, and mean pressure, the simulation matched well with the experiment for the seat pan. With soft tissue sliding, higher soft tissue compression was obtained in agreement with the observations from recent MRI studies. Discussion: The present adult model could be used as a reference using a morphing tool as proposed in PIPER. The model will be published openly online as part of the PIPER open-source project (www.PIPER-project.org) to facilitate its reuse and improvement as well as its specific adaptation for different applications.

Implications of range of motion requirements for the laxity of ligaments in a lumbar finite element model.

Finite element models of the lumbar spine often adopt ligament properties from tensile tests without accounting for possible differences between testing and in situ initial ligament length. Such differences could result in laxities or preloads at the beginning of a simulation that would affect the ligament forces, tangent stiffness, and the posture at which they fail. In vivo and in vitro human experimental data reported laxities or preloads. However, laxities or preloads, which could also result from postural differences, are often neglected in simulation studies. This study proposes a numerical methodology to identify ranges of ligament laxities or preloads compatible with the selected tensile ligament properties, the model, and the range of motion (RoM) the model aims to simulate. The approach assumes that ligaments should remain in a safe elongation range for the complete RoM, and that each ligament should play a significant mechanical role in at least one load case. The methodology was applied to the functional spinal unit (FSU) models using the RoM from healthy subjects and ligament properties from the literature. Without laxity, some ligaments reached their elongation at failure within the RoM. Laxity ranges varied considerably (from -9.2 mm preload to 10.7 mm laxity) and flexion was the most critical load case to determine them. Their effect on the mobility response was also assessed. The effect on the mobility of a FSU was also assessed. While the proposed method cannot determine an exact laxity value, it is simple and it can be applied to any model to identify a plausible range of ligament initial length.

Ligaments Laxity and Elongation at Injuryin Flexed knees during Lateral Impact Conditions.

The knee is one of the regions of interest for pedestrian safety assessment. Past testing to study knee ligament injuries for pedestrian impact only included knees in full extension and mostly focused on global responses. As the knee flexion angle and the initial ligament laxity may affect the elongation at which ligaments fail, the objectives of this study were (1) to design an experimental protocol to assess the laxity of knee ligaments before measuring their elongation at failure, (2) to apply it in paired knee tests at two flexion angles (10 and 45 degrees). The laxity tests combined strain gauges to measure bone strains near insertions that would result from ligament forces and a custom machine to exercise the knee in all directions. Failure was assessed using a four-point bending setup with additional degrees of freedom on the axial rotation and displacement of the femur. A template was designed to ensure that the two setups used the exact same starting position. The protocol was applied to six pairs of knees which were tested until the failure of all ligaments. In the laxity tests, a higher compliance of the knee was observed at 45 degrees compared to 10 degrees. Minimum lengths associated with the beginning of bone loading were also successfully identified for the collateral ligaments, but the process was less successful for the cruciate ligaments. The failure tests suggested increased elongation and length at failure for the ligaments and their bundles at 45°. This could be consistent with the higher compliance in static test, but the minimum lengths identified on the collaterals did not explain this difference during failure. The results highlight the possible relationship between position, laxity and elongation at failure in a lateral loading and provide a dataset including 3D coordinates of insertions to continue the investigation using a modelling approach. Perspectives are also outlined to improve upon the laxity determination protocol.

Effects of seat pan and pelvis angles on the occupant response in a reclined position during a frontal crash.

Current highly automated vehicle concepts include reclined seat layouts that could allow occupants to relax during the drive. The main objective of this study was to investigate the effects of seat pan and pelvis angles on the kinematics and injury risk of a reclined occupant by numerical simulation of a frontal sled test. The occupant, represented by a detailed 50th percentile male human body model, was positioned on a semi-rigid seat. Three seat pan angles (5, 15, and 25 degrees from the horizontal) were used, all with a seatback angle of 40 degrees from the vertical. Three pelvis angles (60, 70, and 80 degrees from the vertical), representing a nominal and two relaxed sitting positions, were used for each seat pan angle. The model was restrained using a pre-inflated airbag and a three-point seatbelt equipped with a pretensioner and a load limiter before being subjected to two frontal crash pulses. Both model kinematic response and predicted injury risk were affected by the seat pan and the pelvis angles in a reclined seatback position. Submarining occurrence and injury risk increased with lower seat pan angle, higher pelvis angle, and acceleration pulse severity. In some cases (in particular for a 15 degrees seat pan), a small variation in seat pan or pelvis angle resulted in large differences in terms of kinematics and predicted injury. This study highlights the potential effects of the seat pan and pelvis angles for reclined occupant protection. These parameters should be assessed experimentally with volunteers to determine which combinations are most likely to be adopted for comfort and with post mortem human surrogates to confirm their significance during impact and to provide data for model validation. The sled and restraint models used in this study are provided under an open-source license to facilitate further comparisons.

A Method to Use Kriging With Large Sets of Control Points to Morph Finite Element Models of the Human Body.

As developing finite element (FE) human body models for automotive impact is a time-consuming process, morphing using interpolation methods such as kriging has often been used to rapidly generate models of different shapes and sizes. Kriging can be computationally expensive when many control points (CPs) are used, i.e., for very detailed target geometry (e.g., shape of bones and skin). It can also lead to element quality issues (up to inverted elements) preventing the use of the morphed models for finite element simulation. This paper presents a workflow combining iterative subsampling and spatial subdivision methodology that effectively reduces the computational costs and allows for the generation of usable models through kriging with hundreds of thousands of control points. As subdivision introduces discontinuities in the interpolation function that can cause distortion of elements on the boundaries of individual subdivision areas, algorithms for smoothing the interpolation over those boundaries are proposed and compared. Those techniques and their combinations were tested and evaluated in a scenario of mass change on the detailed 50th percentile male model of the global human body models consortium (GHBMC): the model, which has body mass index (BMI) 25.34, was morphed toward a statistical surface model of a person with body mass index 20, 22.7 and 35. 234 777 control points were used to successfully morph the model in less than 15 min on an office PC. Open source implementation is provided.

Effect of anthropometry scaling on the response of the piper child scalable human body model subject to pelvic impact.

The Open Source PIPER child scalable human body model was publicly released in April 2017 (www.piper-project.org) along with frontal and side impact validation conditions. The objective of this paper is to investigate the effect of anthropometry scaling on the response of the model in side pelvic impact. Three setups from two published studies were used: (1) a lateral drop test (2) a greater trochanter impact with a rigid pendulum (3) a pelvis side impact with a flat surface. The first study used scaling assumption developed for crash test dummy design (setups 1 and 2) and the second performed tests on post mortem human surrogates. The baseline 6 years old child model was scaled using a model morphing methodology to match the stature and weight of the surrogates used in the two published studies. Overall, the main trends observed in the three setups can be approached using the baseline model. Although the model morphing did not account for specific skeletal dimensions, it reduced some of the discrepancies between model response and reference for the drop test and flat plate impact. However, it had little effect on the pendulum test. In that case, the model response was in the corridor at low speed but above at higher speeds. Possible reasons for this difference should be further investigated.

Geometrical and Mechanical Characterization of the Abdominal Fold of Obese Post Mortem Human Subjects for Use in Human Body Modelling.

Obese vehicle occupants sustain specific injury patterns in case of accidents in which the interaction between the seat belt and the abdomen may play a role. This study aimed to collect geometrical characteristics and to investigate the mechanical responses of the abdomen of obese subjects. Four Post Mortem Human Subjects (PMHS) with BMI ranging from 31 to 46 kg/m2 were collected. CT-scans performed in the seated position revealed that the antero-posterior depth of the abdominal fold (from the inguinal region to the most anterior point of the abdominal surface) was much greater (170 mm max., 127 mm average) than the thickness of subcutaneous adipose tissues (85 max., 38 mm in average). Each PMHS was subjected to three infra-injurious antero-posterior belt pulls in a seated posture with a lap belt positioned (C1) superior to the umbilicus, (C2) inferior to the umbilicus, (C3) inside the abdominal fold between the abdomen and the thigh. During the C1 and C2 tests, the belt moved cranially, and the abdominal fold opened widely especially in C2. Forces remained below 1800 N, for maximum applied displacements ranging from 89 to 151 mm for C1 and C2, and 37 to 66 mm for C3. Finally, sled tests were conducted on two PMHS seated on a semi-rigid seat and restrained by a three-point belt equipped with pretensioners and a 3.5 kN force limitation at the shoulder. The first PMHS (BMI 39 kg/m2) was tested at 49 km/h (39 g peak) and sustained severe injuries (AIS 4 pelvis dislocation, AIS 3 bilateral femur fractures) attributed to the combined loading of the seat and lap belt force (about 11 kN and 7 kN, respectively). The second PMHS (BMI 46 kg/m2) was subjected to a 29 km/h test (8 g plateau) and sustained no injury. The lap belt slid inside the abdominal fold in the first case and deformed the lower abdomen in the second, providing limited restraint forces during that interaction and leading to a large body excursion for the first test. The results highlight the possible relevance of the abdominal fold at the abdomen thigh junction to model and study the restraint conditions of obese occupants using Human Body Models (HBM).

Study of the possible relationships between tramway front-end geometry and pedestrian injury risk.

OBJECTIVES: The aim of this article is to report on the possible relationships between tramway front-end geometry and pedestrian injury risk over a wide range of possible tramway shapes. METHODS: To study the effect of tramway front-end shape on pedestrian injury metrics, accidents were simulated using a custom parameterized model of tramway front-end and pedestrian models available with the MADYMO multibody solver. The approach was automated, allowing the systematic exploration of tramway shapes in conjunction with 4 pedestrian sizes (e.g., 50th percentile male or M50). RESULTS: A total of 8,840 simulations were run, showing that the injury risk is more important for the head than for other body regions (thorax and lower extremities). The head of the M50 impacted the windshield of the tramway in most of the configurations. Two antagonist mechanisms affecting impact velocity of the head and corresponding head injury criterion (HIC) values were observed. The first is a trunk rotation resulting from an engagement of the lower body that can contribute to an increase in head velocity in the direction of the tram. The second is the loading of the shoulder, which can accelerate the upper trunk and head away from the windshield, resulting in lower impact velocities. Groups of design were defined based on 2 main parameters (windshield height and offset), some of which seem more beneficial than others for tramway design. The pedestrian size and tramway velocity (30 vs. 20 km/h) also affected the results. CONCLUSIONS: When considering only the front-end shape, the best strategy to limit the risk of head injury due to contact with the stiff windshield seems to be to promote the mechanism involving shoulder loading. Because body regions engaged vary with the pedestrian size, none of the groups of designs performed equally well for all pedestrian sizes. The best compromise is achieved with a combination of a large windscreen offset and a high windscreen. Conversely, particularly unfavorable configurations are observed for low windshield heights, especially with a large offset. Beyond the front-end shape, considering the stiffness of the current windshields and the high injury risks predicted for 30 km/h, the stiffness of the windshield should be considered in the future for further gains in pedestrian safety.

An investigation of human body model morphing for the assessment of abdomen responses to impact against a population of test subjects.

OBJECTIVE: Human body models have the potential to better describe the human anatomy and variability than dummies. However, data sets available to verify the human response to impact are typically limited in numbers, and they are not size or gender specific. The objective of this study was to investigate the use of model morphing methodologies within that context. METHODS: In this study, a simple human model scaling methodology was developed to morph two detailed human models (Global Human Body Model Consortium models 50th male, M50, and 5th female, F05) to the dimensions of post mortem human surrogates (PMHS) used in published literature. The methodology was then successfully applied to 52 PMHS tested in 14 impact conditions loading the abdomen. The corresponding 104 simulations were compared to the responses of the PMHS and to the responses of the baseline models without scaling (28 simulations). The responses were analysed using the CORA method and peak values. RESULTS: The results suggest that model scaling leads to an improvement of the predicted force and deflection but has more marginal effects on the predicted abdominal compressions. M50 and F05 models scaled to the same PMHS were also found to have similar external responses, but large differences were found between the two sets of models for the strain energy densities in the liver and the spleen for mid-abdomen impact simulations. These differences, which were attributed to the anatomical differences in the abdomen of the baseline models, highlight the importance of the selection of the impact condition for simulation studies, especially if the organ location is not known in the test. CONCLUSIONS: While the methodology could be further improved, it shows the feasibility of using model scaling methodologies to compare human models of different sizes and to evaluate scaling approaches within the context of human model validation.

Effect of Abdominal Loading Location on Liver Motion: Experimental Assessment using Ultrafast Ultrasound Imaging and Simulation with a Human Body Model.

A protocol based on ultrafast ultrasound imaging was applied to study the in situ motion of the liver while the abdomen was subjected to compressive loading at 3 m/s by a hemispherical impactor or a seatbelt. The loading was applied to various locations between the lower abdomen and the mid thorax while feature points inside the liver were followed on the ultrasound movie (2000 frames per second). Based on tests performed on five post mortem human surrogates (including four tested in the current study), trends were found between the loading location and feature point trajectory parameters such as the initial angle of motion or the peak displacement in the direction of impact. The impactor tests were then simulated using the GHBMC M50 human body model that was globally scaled to the dimensions of each surrogate. Some of the experimental trends observed could be reproduced in the simulations (e.g. initial angle) while others differed more widely (e.g. final caudal motion). The causes for the discrepancies need to be further investigated. The liver strain energy density predicted by the model was also widely affected by the impact location. Experimental and simulation results both highlight the importance of the liver position with respect to the impactor when studying its response in situ.

A new method to assess the deformations of internal organs of the abdomen during impact.

OBJECTIVES: Due to limitations of classic imaging approaches, the internal response of abdominal organs is difficult to observe during an impact. Within the context of impact biomechanics for the protection of the occupant of transports, this could be an issue for human model validation and injury prediction. METHODS: In the current study, a previously developed technique (ultrafast ultrasound imaging) was used as the basis to develop a protocol to observe the internal response of abdominal organs in situ at high imaging rates. The protocol was applied to 3 postmortem human surrogates to observe the liver and the colon during impacts delivered to the abdomen. RESULTS: The results show the sensitivity of the liver motion to the impact location. Compression of the colon was also quantified and compared to the abdominal compression. CONCLUSIONS: These results illustrate the feasibility of the approach. Further tests and comparisons with simulations are under preparation.

Comparison of Kriging and Moving Least Square Methods to Change the Geometry of Human Body Models.

Finite Element Human Body Models (HBM) have become powerful tools to study the response to impact. However, they are typically only developed for a limited number of sizes and ages. Various approaches driven by control points have been reported in the literature for the non-linear scaling of these HBM into models with different geometrical characteristics. The purpose of this study is to compare the performances of commonly used control points based interpolation methods in different usage scenarios. Performance metrics include the respect of target, the mesh quality and the runability. For this study, the Kriging and Moving Least square interpolation approaches were compared in three test cases. The first two cases correspond to changes of anthropometric dimensions of (1) a child model (from 6 to 1.5 years old) and (2) the GHBMC M50 model (Global Human Body Models Consortium, from 50th to 5th percentile female). For the third case, the GHBMC M50 ribcage was scaled to match the rib cage geometry derived from a CT-scan. In the first two test cases, all tested methods provided similar shapes with acceptable results in terms of time needed for the deformation (a few minutes at most), overall respect of the targets, element quality distribution and time step for explicit simulation. The personalization of rib cage proved to be much more challenging. None of the methods tested provided fully satisfactory results at the level of the rib trajectory and section. There were corrugated local deformations unless using a smooth regression through relaxation. Overall, the results highlight the importance of the target definition over the interpolation method.

Modelling hollow organs for impact conditions: a simplified case study.

This study compares the performances of three numerical approaches [Lagrangian (LAG), arbitrary Lagrangian-Eulerian (ALE) and control volume (CV)] for modelling the response of a short cylindrical pipe representing a portion of the intestines subjected to large and rapid compressions. While not being able to simulate sustained fluid flow, the LAG approach provided similar results as the ALE for moderate levels of compression. However, it was the stiffest approach for larger levels and had numerical issues for extreme compressions. While the ALE did not have these issues, its computing cost was very high, which would be problematic for large models. The CV approach had the lowest computing cost and seemed promising for larger compressions. However, its response was the softest and further investigations are needed to define its dependency to modelling parameters.

The effects of cadaver orientation on the relative position of the abdominal organs.

Biplane x-ray was used to image two cadavers in upright and inverted postures, and the three-dimensional variation in the relative abdominal organ position was quantified. The abdominal organs of each surrogate were instrumented with radiopaque markers using a minimally invasive approach. Imaging was performed with a known stomach volume, with residual air removed from the abdominal cavity, and with ventilation and perfusion. Marker positions were determined in two planar x-ray perspectives using target tracking software and projected into calibrated three-dimensional coordinates. Intuitive changes in organ position were observed with the effect of gravity in the upright orientation; in the superior-inferior direction, the separation between the most cranial and caudal diaphragm and liver markers was 95 mm to 169 mm. When inverted, the abdominal organs shifted cranially and fell within 66 to 81 mm in the superior-inferior direction. The relative change in position of the diaphragm markers, determined as the vector magnitude from the upright to the inverted position, was 99 to 121 mm. These data were scaled and compared to positional MRI data from nine human subjects in seated postures and the Global Human Body Models Consortium (GHBMC) model geometry. The overall shapes and relative positions of the inverted cadaver organs compared better to the human subjects and model geometry. These results give rise to several issues for consideration when interpreting cadaver test results and comparing them to finite element simulations and their associated injury prediction abilities.

Observations on pedestrian pre-crash reactions during simulated accidents.

Pedestrian protection systems, both active and passive systems, are being introduced in the EU and Japan to comply with regulatory requirements. Their designs are specific and, in general, reflect an accident scenario of the pedestrian being struck on the side by a vehicle traveling at a maximum travel speed of 40 kph. The present study is an effort to quantify the effects of pedestrian reaction prior to an accident and identify characteristics that may help minimize or prevent the pedestrian to vehicle interaction. Accident situations were simulated with volunteers using a non-impacting methodology. Fifty one reactions from 23 volunteers of two age groups were observed. Most of the volunteers were found to run, step-back or stop in fright in a dangerous situation. Volunteer speed was an important parameter which could help in differentiating these reactions. Age related differences were also observed, both for reaction strategy and reaction times. While the majority of young subjects ran, elderly stopped as often as they run. Volunteers' posture at the time of impact was found to be highly variable irrespective of the type of reactions. The exception was when a volunteer stopped/braced in apparent fright and raised their arms to form a triangle covering their face and their head. Results of the present study may be helpful when selecting or evaluating the benefit of pedestrian safety strategies by allowing the inclusion of information about types of reaction, pedestrian speed, reaction time and age differences in the scenarios. In addition, pedestrian pre-crash postures and muscle activities could be utilized for evaluating/improving the passive safety systems and active models.

Statistical modeling of human liver incorporating the variations in shape, size, and material properties.

The liver is one of the most frequently injured abdominal organs during motor vehicle crashes. Realistic numerical assessments of liver injury risk for the entire occupant population require incorporating inter-subject variations into numerical models. The main objective of this study was to quantify the shape variations of human liver in a seated posture and the statistical distributions of its material properties. Statistical shape analysis was applied to construct shape models of the livers of 15 adult human subjects, recorded in a typical seated (occupant) posture. The principal component analysis was then utilized to obtain the modes of variation, the mean model, and 95% statistical boundary shape models. In addition, a total of 52 tensile tests were performed on the parenchyma of three fresh human livers at four loading rates (0.01, 0.1, 1, and 10 s^-1) to characterize the rate-dependent and failure properties of the human liver. A FE-based optimization approach was employed to identify the material parameters of an Ogden material model for each specimen. The mean material parameters were then determined for each loading rate from the characteristic averages of the stress-strain curves, and a stochastic optimization approach was utilized to determine the standard deviations of the material parameters. Results showed that the first five modes of the human liver shape models account for more than 60% of the overall anatomical variations. The distributions of the material parameters combined with the mean and statistical boundary shape models could be used to develop probabilistic finite element (FE) models, which may help to better understand the variability in biomechanical responses and injuries to the abdominal organs under impact loading.

Kinematics of the thoracoabdominal contents under various loading scenarios.

High-speed biplane x-ray was used to investigate relative kinematics of the thoracoabdominal organs in response to blunt loading. Four post-mortem human surrogates instrumented with radiopaque markers were subjected to eight crash- specific loading scenarios, including frontal chest and abdominal impacts, as well as driver-shoulder seatbelt loading. Testing was conducted with each surrogate perfused, ventilated, and positioned in an inverted, fixed-back configuration. Displacement of radiopaque markers recorded with high-speed x-ray in two perspectives was tracked using motion analysis software and projected into calibrated three-dimensional coordinates. Internal organ kinematics in response to blunt impact were quantified for the pericardium, lungs, diaphragm, liver, spleen, stomach, mesentery, and bony structures. These data can be used to better understand the interaction of anatomical structures during impact and the associated injury mechanisms, and for the development or validation of human body finite element models.

Abdominal Twin Pressure Sensors for the assessment of abdominal injuries in Q dummies: in-dummy evaluation and performance in accident reconstructions.

The Abdominal Pressure Twin Sensors (APTS) for Q3 and Q6 dummies are composed of soft polyurethane bladders filled with fluid and equipped with pressure sensors. Implanted within the abdominal insert of child dummies, they can be used to detect abdominal loading due to the belt during frontal collisions. In the present study - which is part of the EC funded CASPER project - two versions of APTS (V1 and V2) were evaluated in abdominal belt compression tests, torso flexion test (V1 only) and two series of sled tests with degraded restraint conditions. The results suggest that the two versions have similar responses, and that the pressure sensitivity to torso flexion is limited. The APTS ability to detect abdominal loading in sled tests was also confirmed, with peak pressures typically below 1 bar when the belt loaded only the pelvis and the thorax (appropriate restraint) and values above that level when the abdomen was loaded directly (inappropriate restraint). Then, accident reconstructions performed as part of CASPER and previous EC funded projects were reanalyzed. Selected data from 19 dummies (12 Q6 and 7 Q3) were used to plot injury risk curves. Maximum pressure, maximum pressure rate and their product were all found to be injury predictors. Maximum pressure levels for a 50% risk of AIS3+ were consistent with the levels separating appropriate and inappropriate restraint in the sled tests (e.g. 50% risk of AIS3+ at 1.09 bar for pressure filtered CFC180). Further work is needed to refine the scaling techniques between ages and confirm the risk curves.

The effects of posture and subject-to-subject variations on the position, shape and volume of abdominal and thoracic organs.

In this study, the thorax and the abdomen of nine subjects were imaged in four postures using a positional MRI scanner. The four postures were seated, standing, forward-flexed and supine. They were selected to represent car occupants, pedestrians, cyclists and a typical position for medical imaging, respectively. Geometrical models of key anatomical structures were registered from the imaging dataset using a custom registration toolbox. The analysis of the images and models allowed the quantification of the respective effects of posture and subject-to-subject variation on the position, shape and volume of the abdominal organs, skeletal components and thoracic cavity. In summary, except for the supine posture, the organ volumes and their positions in the spinal frame were mostly unaffected by the posture. The supine posture was associated with a motion of all solid organs of up to 39 mm (interpostural maximum for the liver, n=9), and a reduction of the thoracic cavity volume of up to 1300 cm3. Subject-to-subject variations were especially large for the volume of the spleen (variations between 120 and 400 cm3) and the position of the kidneys. As a result, subject-to-subject variations were larger than most postural effects. Other results include values of parameters that can help positioning human models such as positions, volumes and inertial properties of organs as well as skeletal parameters. Overall, this study suggests that subject-to-subject variations and the use of supine geometrical data can be problematic for finite element modeling of the abdomen for injury prediction.