Modeling and simulation credibility assessments of whole-body finite element computational models for use in NASA extravehicular activity applications.

Computational finite element (FE) models are used in suited astronaut injury risk assessments; however, these models' verification, validation, and credibility (VV&C) procedures for simulating injuries in altered gravity environments are limited. Our study conducts VV&C assessments of THUMS and Elemance whole-body FE models for predicting suited astronaut injury biomechanics using eight credibility factors, as per NASA-STD-7009A. Credibility factor ordinal scores are assigned by reviewing existing documentation describing VV&C practices, and credibility sufficiency thresholds are assigned based on input from subject matter experts. Our results show the FE models are credible for suited astronaut injury investigation in specific ranges of kinematic and kinetic conditions correlating to highway and contact sports events. Nevertheless, these models are deficient when applied outside these ranges. Several credibility elevation strategies are prescribed to improve models' credibility for the NASA-centric application domain.

Uneven terrain affects metabolic cost and gait in simulated complex lunar surfaces.

Objective. Upcoming missions of the National Aeronautics and Space Administration (NASA) to the Moon will include extensive human exploration of the lunar surface. Walking will be essential for many exploration tasks, and metabolic cost during ambulation on simulated complex lunar surfaces requires further characterization. In this study, ten healthy subjects (6 male and 4 female) participated in three simulated lunar terrain walking conditions at the NASA Johnson Space Center's planetary 'Rock Yard': (1) flat terrain, (2) flat terrain with obstacles, and (3) mixed terrain.Approach.Energy expenditure and gait were quantified with a wearable metabolic energy expenditure monitoring system and body-worn inertial measurement units (IMUs), respectively.Main results.It was found that participants walking on the mixed terrain, representing the highest workload condition, required significantly higher metabolic costs than in other terrain conditions (p< 0.001). Additionally, our novel IMU-based gait variables discriminated different terrains and identified changes in gait in simulated lunar terrain environments.Significance.Our results showed that the various surface irregularities and inconsistencies could cause additional physical effort while walking on the complex terrain. These findings provide insight into the effects of terrain on metabolic energy expenditure during simulated lunar extravehicular activities.

Effect of Active Muscles on Astronaut Kinematics and Injury Risk for Piloted Lunar Landing and Launch While Standing.

While astronauts may pilot future lunar landers in a standing posture, the response of the human body under lunar launch and landing-related dynamic loading conditions is not well understood. It is important to consider the effects of active muscles under these loading conditions as muscles stabilize posture while standing. In the present study, astronaut response for a piloted lunar mission in a standing posture was simulated using an active human body model (HBM) with a closed-loop joint-angle based proportional integral derivative controller muscle activation strategy and compared with a passive HBM to understand the effects of active muscles on astronaut body kinematics and injury risk. While head, neck, and lumbar spine injury risk were relatively unaffected by active muscles, the lower extremity injury risk and the head and arm kinematics were significantly changed. Active muscle prevented knee-buckling and spinal slouching and lowered tibia injury risk in the active vs. passive model (revised tibia index: 0.02-0.40 vs. 0.01-0.58; acceptable tolerance: 0.43). Head displacement was higher in the active vs. passive model (11.6 vs. 9.0 cm forward, 6.3 vs. 7.0 cm backward, 7.9 vs. 7.3 cm downward, 3.7 vs. 2.4 cm lateral). Lower arm movement was seen with the active vs. passive model (23 vs. 35 cm backward, 12 vs. 20 cm downward). Overall simulations suggest that the passive model may overpredict injury risk in astronauts for spaceflight loading conditions, which can be improved using the model with active musculature.

Development and Validation of an Active Muscle Simplified Finite Element Human Body Model in a Standing Posture.

Active muscles play an important role in postural stabilization, and muscle-induced joint stiffening can alter the kinematic response of the human body, particularly that of the lower extremities, under dynamic loading conditions. There are few full-body human body finite element models with active muscles in a standing posture. Thus, the objective of this study was to develop and validate the M50-PS+Active model, an average-male simplified human body model in a standing posture with active musculature. The M50-PS+Active model was developed by incorporating 116 skeletal muscles, as one-dimensional beam elements with a Hill-type material model and closed-loop Proportional Integral Derivative (PID) controller muscle activation strategy, into the Global Human Body Models Consortium (GHBMC) simplified pedestrian model M50-PS. The M50-PS+Active model was first validated in a gravity standing test, showing the effectiveness of the active muscles in maintaining a standing posture under gravitational loading. The knee kinematics of the model were compared against volunteer kinematics in unsuited and suited step-down tests from NASA's active response gravity offload system (ARGOS) laboratory. The M50-PS+Active model showed good biofidelity with volunteer kinematics with an overall CORA score of 0.80, as compared to 0.64 (fair) in the passive M50-PS model. The M50-PS+Active model will serve as a useful tool to study the biomechanics of the human body in vehicle-pedestrian accidents, public transportation braking, and space missions piloted in a standing posture.

Effects of Standing, Upright Seated, vs. Reclined Seated Postures on Astronaut Injury Biomechanics for Lunar Landings.

Astronauts may pilot a future lunar lander in a standing or upright/reclined seated posture. This study compared kinematics and injury risk for the upright/reclined (30°; 60°) seated vs. standing postures for lunar launch/landing using human body modeling across 30 simulations. While head metrics for standing and upright seated postures were comparable to 30 cm height jumps, those of reclined postures were closer to 60 cm height jumps. Head linear acceleration for 60° reclined posture in the 5 g/10 ms pulse exceeded NASA's tolerance (10.1 g; tolerance: 10 g). Lower extremity metrics exceeding NASA's tolerance in the standing posture (revised tibia index: 0.36-0.53; tolerance: 0.43) were lowered in seated postures (0.00-0.04). Head displacement was higher in standing vs. seated (9.0 cm vs. 2.4 cm forward, 7.0 cm vs. 1.3 cm backward, 2.1 cm vs. 1.2 cm upward, 7.3 cm vs. 0.8 cm downward, 2.4 cm vs. 3.2 cm lateral). Higher arm movement was seen with seated vs. standing (40 cm vs. 25 cm forward, 60 cm vs. 15 cm upward, 30 cm vs. 20 cm downward). Pulse-nature contributed more than 40% to the injury metrics for seated postures compared to 80% in the standing posture. Seat recline angle contributed about 22% to the injury metrics in the seated posture. This study established a computational methodology to simulate the different postures of an astronaut for lunar landings and generated baseline injury risk and body kinematics data.

Simulated Astronaut Kinematics and Injury Risk for Piloted Lunar Landings and Launches While Standing.

During future lunar missions, astronauts may be required to pilot vehicles while standing, and the associated kinematic and injury response is not well understood. In this study, we used human body modeling to predict unsuited astronaut kinematics and injury risk for piloted lunar launches and landings in the standing posture. Three pulses (2-5 g; 10-150 ms rise times) were applied in 10 directions (vertical; ± 10-degree offsets) for a total of 30 simulations. Across all simulations, motion envelopes were computed to quantify displacement of the astronaut's head (max 9.0 cm forward, 7.0 cm backward, 2.1 cm upward, 7.3 cm downward, 2.4 cm lateral) and arms (max 25 cm forward, 35 cm backward, 15 cm upward, 20 cm downward, 20 cm lateral). All head, neck, lumbar, and lower extremity injury metrics were within NASA's tolerance limits, except tibia compression forces (0-1543 N upper tibia; 0-1482 N lower tibia; tolerance-1350 N) and revised tibia index (0.04-0.58 upper tibia; 0.03-0.48 lower tibia; tolerance-0.43) for the 2.7 g/150 ms pulse. Pulse magnitude and duration contributed over 80% to the injury metric values, whereas loading direction contributed less than 3%. Overall, these simulations suggest piloting a lunar lander vehicle in the standing posture presents a tibia injury risk which is potentially outside NASA's acceptance limits and warrants further investigation.

Lower neck injury criteria for THOR and Hybrid III dummies in rear impact.

OBJECTIVE: The objectives of the study are to derive lower-neck-injury probability curves under rear impact loading from matched pair Hybrid III and THOR dummy tests. METHODS: Twelve whole-body and 15 isolated head-neck rear-impact sled tests were conducted using the 2 dummies. They were positioned on a rigid seat that was attached to an acceleration sled. The dummies were positioned with the head parallel to the ground, torso against the seat back, and legs stretched such that there was no axial rotation. The acceleration pulse matched the previous in-house human cadaver tests. The 6-axis lower-neck load cell was used in both dummies. For the isolated rear-impact tests, the head-neck was excised from the dummies, and the lower-neck load cell was mounted to the top of the sled with the head parallel to the ground and such that the acceleration vector was in the rear impact mode. Lower-neck loads and lower-neck-injury criteria (LNij) were obtained using the load cell data and survival analysis was used to develop injury-assessment-risk values and curves for both dummies. The LNij criteria were determined for both dummies using the intercept value corresponding to the 90% probability level for the forces and moments. RESULTS: The lognormal and Weibull distributions were the optimal distributions for the Hybrid III and THOR devices. At the 50% risk level, the mean LNij was 1.1 and NCIS was 0.77 for the Hybrid III, and 1.5 and 0.30 for the THOR device. The quality indices were in the fair range and good range for the 2 dummies, respectively, at this risk level. CONCLUSIONS: The lower neck based LNij injury assessment risk curves and reference values, IARCs and IARVs, serve as the first dataset for injury assessments, and the THOR may be a better test device for assessing injures in rear impact environments.

Lumbar Spine Response of Computational Finite Element Models in Multidirectional Spaceflight Landing Conditions.

The goals of this study are to compare the lumbar spine response variance between the hybrid III, test device for human occupant restraint (THOR), and global human body models consortium simplified 50th percentile (GHBMC M50-OS) finite element models and evaluate the sensitivity of lumbar spine injury metrics to multidirectional acceleration pulses for spaceflight landing conditions. The hybrid III, THOR, and GHBMC models were positioned in a baseline posture within a generic seat with side guards and a five-point restraint system. Thirteen boundary conditions, which were categorized as loading condition variables and environmental variables, were included in the parametric study using a Latin hypercube design of experiments. Each of the three models underwent 455 simulations for a total of 1365 simulations. The hybrid III and THOR models exhibited similar lumbar compression forces. The average lumbar compression force was 45% higher for hybrid III (2.2 ± 1.5 kN) and 51% higher for THOR (2.0 ± 1.6 kN) compared to GHBMC (1.3 ± 0.9 kN). Compared to hybrid III, THOR sustained an average 64% higher lumbar flexion moment and an average 436% higher lumbar extension moment. The GHBMC model sustained much lower bending moments compared to hybrid III and THOR. Regressions revealed that lumbar spine responses were more sensitive to loading condition variables than environmental variables across all models. This study quantified the intermodel lumbar spine response variations and sensitivity between hybrid III, THOR, and GHBMC. Results improve the understanding of lumbar spine response in spaceflight landings.

Pelvis injury risk curves in side impacts from human cadaver experiments using survival analysis and Brier score metrics.

Objectives: Post Mortem Human Surrogate (PMHS) experiments are used for describing tolerance and improve safety. For nearside impacts, the United States Standard Federal Motor Vehicle Safety Standards (FMVSS-214) used PMHS tests and binary regression methods to achieve these goals. Since this promulgation, Parametric Statistical Survival Modeling (PSSM) has become a de facto standard for developing injury risk curves (IRCs). This study is focused on pelvic injuries from side impacts. The objectives are as follows. Analyze impactor-based intact PMHS tests and develop IRCs at different AIS levels using the force metric and examine the effectiveness of other force-related variables on IRCs.Methods: Impactor-driven pelvic tests conducted using whole body PMHS were selected from published studies. The dataset had 63 tests. Peak force, 3-ms clip force, and impulse were used to develop IRCs for Abbreviated Injury Scores (AIS) AIS2+ and AIS3+, i.e., groups A and B. Brier Score Metric (BSM) was used for ranking metrics. 95% confidence intervals were computed, Normalized Confidence Interval Sizes (NCIS) were determined, and quality of the IRCs were obtained.Results: Impulse best described the underlying response of the pelvis. BSMs were the lowest for the impulse for both groups. At 10% and 50% probabilities, impulses were 71 Ns and 125 Ns for group A and 79 Ns and 160 Ns for group B; peak forces were 3.8 kN and 7.1 kN and 4 kN and 10 kN for groups A and B; and clip forces were 2.7 kN and 6.5 kN and 3.6 kN and 8.6 kN, for groups A and B. NCIS at discrete probability levels, qualities of risk curves, and individual IRCs are given.Conclusion: This study underscores the importance of using impulse to describe pelvis injury criteria in lateral impacts. These findings are applicable to anthropomorphic test devices, as matched pair tests are done to determine dummy-based injury criteria/injury assessment risk curves (IARCs). Although IRCs have been developed for WorldSID, it may be appropriate to use impulse-based IARCs. Because THOR is a potential device for automated vehicle environments, it may be appropriate to develop THOR-based IARCS. The present IRCs act as fundamental human-based injury criteria. These responses can also be used in human body and subsystem computational models.

Head injury metric response in finite element ATDs and a human body model in multidirectional loading regimes.

Objective: The objective was to quantify head injury metric sensitivity of the 50th percentile male Hybrid III, THOR, and Global Human Body Models Consortium simplified occupant (GHBMC M50-OS) to changes in loading conditions in loading regimes that may be experienced by occupants of spaceflight vehicles or highly autonomous vehicles (HAVs) with nontraditional seating configurations.Methods: A Latin hypercube (LHD) design of experiments (DOE) was employed to develop boundary conditions for 455 unique acceleration profiles. Three previously validated finite element (FE) models of the Hybrid III anthropomorphic test device (ATD), THOR ATD, and GHBMC M50-OS were positioned in an upright 90°-90°-90° seat and with a 5-point belt. Acceleration pulses were applied to each of the three occupants in the ± X, +Y, and ± Z directions, with peak resultant acceleration magnitudes ranging from 5 to 20 G and times to peak ranging from 32.5 to 120.8 ms with duration 250 ms, resulting in 1,248 simulations. Head injury metrics included peak linear head acceleration, peak rotational head acceleration, head injury criteria (HIC15), and brain injury criteria (BrIC). Injury metrics were regressed against boundary condition parameters using 2nd order multiple polynomial regression, and compared between occupants using matched pairs Wilcoxon signed rank analysis.Results: Across the 416 matched-simulations that reached normal termination with all three models, HIC15 values ranged from 1.0-396.5 (Hybrid III), 1.2-327.9 (THOR), and 0.6-585.6 (GHBMC). BrIC ranged from 0.03-0.95 (Hybrid III), 0.03-1.21 (THOR), and 0.04-0.84 (GHBMC). Wilcoxon signed rank analysis demonstrated significant pairwise differences between each of the three occupant models for head injury metrics. For HIC15, the largest divergence between GHBMC and the ATDs was observed in simulations with components of combined underbody and rear impact loading. The three models performed most similarly with respect to BrIC output when loaded in a frontal direction. Both the GHBMC and the Hybrid III produced lower values of BrIC than the THOR on average, with the differences most pronounced in rear impact loading.Conclusion: In conclusion, observed differences between the occupant models' head injury metric output were quantified. Loading direction had a large effect on metric outcome and metric comparability across models, with frontal and rear impacts with low vertical acceleration tending to be the most similar. One explanation for these differences could be the differences in neck stiffness between the models that allowed more rotation in the GHBMC and THOR. Care should be taken when using ATDs as human volunteer surrogates in these low energy events.

Modeling Human Volunteers in Multidirectional, Uni-axial Sled Tests Using a Finite Element Human Body Model.

A goal of the Human Research Program at National Aeronautics and Space Administration (NASA) is to analyze and mitigate the risk of occupant injury due to dynamic loads. Experimental tests of human subjects and biofidelic anthropomorphic test devices provide valuable kinematic and kinetic data related to injury risk exposure. However, these experiments are expensive and time consuming compared to computational simulations of similar impact events. This study aimed to simulate human volunteer biodynamic response to unidirectional accelerative loading. Data from seven experimental studies involving 212 volunteer tests performed at the Air Force Research Laboratory were used to reconstruct 13 unique loading conditions across four different loading directions using finite element human body model (HBM) simulations. Acceleration pulses and boundary conditions from the experimental tests were applied to the Global Human Body Models Consortium (GHBMC) simplified 50th percentile male occupant (M50-OS) using the LS-Dyna finite element solver. Head acceleration, chest acceleration, and seat belt force traces were compared between the experimental and matched simulation signals using correlation and analysis (CORA) software and averaged into a comprehensive response score ranging from 0 to 1 with 1 representing a perfect match. The mean comprehensive response scores were 0.689 ± 0.018 (mean ± 1 standard deviation) in two frontal simulations, 0.683 ± 0.060 in four rear simulations, 0.676 ± 0.043 in five lateral simulations, and 0.774 ± 0.013 in two vertical simulations. The CORA scores for head and chest accelerations in these simulations exceeded mean scores reported in the original development and validation of the GHBMC M50-OS model. Collectively, the CORA scores indicated that the HBM in these boundary conditions closely replicated the kinematics of the human volunteers across all loading directions.

Multidirection Validation of a Finite Element 50th Percentile Male Hybrid III Anthropomorphic Test Device for Spaceflight Applications.

The use of anthropomorphic test devices (ATDs) for calculating injury risk of occupants in spaceflight scenarios is crucial for ensuring the safety of crewmembers. Finite element (FE) modeling of ATDs reduces cost and time in the design process. The objective of this study was to validate a Hybrid III ATD FE model using a multidirection test matrix for future spaceflight configurations. Twenty-five Hybrid III physical tests were simulated using a 50th percentile male Hybrid III FE model. The sled acceleration pulses were approximately half-sine shaped, and can be described as a combination of peak acceleration and time to reach peak (rise time). The range of peak accelerations was 10-20 G, and the rise times were 30-110 ms. Test directions were frontal (-GX), rear (GX), vertical (GZ), and lateral (GY). Simulation responses were compared to physical tests using the correlation and analysis (CORA) method. Correlations were very good to excellent and the order of best average response by direction was -GX (0.916±0.054), GZ (0.841±0.117), GX (0.792±0.145), and finally GY (0.775±0.078). Qualitative and quantitative results demonstrated the model replicated the physical ATD well and can be used for future spaceflight configuration modeling and simulation.

Validation of a Finite Element 50th Percentile THOR Anthropomorphic Test Device in Multiple Sled Test Configurations.

Computational models of anthropomorphic test devices (ATDs) can be used in crash simulations to quantify the injury risks to occupants in both a cost-effective and time-sensitive manner. The purpose of this study was to validate the performance of a 50th percentile THOR finite element (FE) model against a physical THOR ATD in 11 unique loading scenarios. Physical tests used for validation were performed on a Horizontal Impact Accelerator (HIA) where the peak sled acceleration ranged from 8-20 G and the time to peak acceleration ranged from 40-110 ms. The directions of sled acceleration relative to the THOR model consisted of -GX (frontal impact), +GY (left-sided lateral impact), and +GZ (downward vertical impact) orientations. Simulation responses were compared to physical tests using the CORrelation and Analysis (CORA) method. Using a weighted method, the average response and standard error by direction was +GY (0.83±0.03), -GX (0.80±0.01), and +GZ (0.76±0.03). Qualitative and quantitative results demonstrated the FE model's kinetics and kinematics were sufficiently validated against its counterpart physical model in the tested loading directions.

Development and evaluation of a finite element model of the THOR for occupant protection of spaceflight crewmembers.

New vehicles are currently being developed to transport humans to space. During the landing phases, crewmembers may be exposed to spinal and frontal loading. To reduce the risk of injuries during these common impact scenarios, the National Aeronautics and Space Administration (NASA) is developing new safety standards for spaceflight. The Test Device for Human Occupant Restraint (THOR) advanced multi-directional anthropomorphic test device (ATD), with the National Highway Traffic Safety Administration modification kit, has been chosen to evaluate occupant spacecraft safety because of its improved biofidelity. NASA tested the THOR ATD at Wright-Patterson Air Force Base (WPAFB) in various impact configurations, including frontal and spinal loading. A computational finite element model (FEM) of the THOR to match these latest modifications was developed in LS-DYNA software. The main goal of this study was to calibrate and validate the THOR FEM for use in future spacecraft safety studies. An optimization-based method was developed to calibrate the material models of the lumbar joints and pelvic flesh. Compression test data were used to calibrate the quasi-static material properties of the pelvic flesh, while whole body THOR ATD kinematic and kinetic responses under spinal and frontal loading conditions were used for dynamic calibration. The performance of the calibrated THOR FEM was evaluated by simulating separate THOR ATD tests with different crash pulses along both spinal and frontal directions. The model response was compared with test data by calculating its correlation score using the CORrelation and Analysis rating system. The biofidelity of the THOR FEM was then evaluated against tests recorded on human volunteers under 3 different frontal and spinal impact pulses. The calibrated THOR FEM responded with high similarity to the THOR ATD in all validation tests. The THOR FEM showed good biofidelity relative to human-volunteer data under spinal loading, but limited biofidelity under frontal loading. This may suggest a need for further improvements in both the THOR ATD and FEM. Overall, results presented in this study provide confidence in the THOR FEM for use in predicting THOR ATD responses for conditions, such as those observed in spacecraft landing, and for use in evaluating THOR ATD biofidelity.

Spacecraft occupant protection requirements: a review of the recent changes.

NASA has recently updated spacecraft design requirements for protecting crewmembers during dynamic spaceflight phases. The details of the update are available in a NASA publication (NASA TM-2013-217380) and are summarized here. Previously, NASA's occupant protection requirements relied primarily on the multiaxial dynamic response criterion, which NASA refers to as the Brinkley Dynamic Response Criteria (BDRC). Although simple to implement, there are several important ground rules that must be met for the injury predictions to be applicable. These include proper restraint, flail controls, proper seating support, pressure suit considerations, head protection including consideration of helmet mass, and spaceflight deconditioning. Even if these ground rules are met, there are limitations to the model that must be addressed, including: model validation, sex differences, age effects, anthropometry effects, and differences between the physical fitness of military test subjects and future crewmembers. To address these limitations, new injury assessment reference values (IARV) have been prescribed for the 5(th) percentile female and 95(th) percentile male Hybrid III anthropomorphic test devices (ATD). These metrics are head-injury criterion, head-rotational acceleration, neck injury criterion, neck-axial-force limits, flail prevention, and lumbar-axial compression force. Using these new ATD IARVs, NASA can have increased confidence that vehicle designs mitigate the risk of injury during dynamic phases of flight.

Investigation of the THOR Anthropomorphic Test Device for Predicting Occupant Injuries during Spacecraft Launch Aborts and Landing.

The objective of this study was to investigate new methods for predicting injury from expected spaceflight dynamic loads by leveraging a broader range of available information in injury biomechanics. Although all spacecraft designs were considered, the primary focus was the National Aeronautics and Space Administration Orion capsule, as the authors have the most knowledge and experience related to this design. The team defined a list of critical injuries and selected the THOR anthropomorphic test device as the basis for new standards and requirements. In addition, the team down-selected the list of available injury metrics to the following: head injury criteria 15, kinematic brain rotational injury criteria, neck axial tension and compression force, maximum chest deflection, lateral shoulder force and displacement, acetabular lateral force, thoracic spine axial compression force, ankle moments, and average distal forearm speed limits. The team felt that these metrics capture all of the injuries that might be expected by a seated crewmember during vehicle aborts and landings. Using previously determined injury risk levels for nominal and off-nominal landings, appropriate injury assessment reference values (IARVs) were defined for each metric. Musculoskeletal deconditioning due to exposure to reduced gravity over time can affect injury risk during landing; therefore a deconditioning factor was applied to all IARVs. Although there are appropriate injury data for each anatomical region of interest, additional research is needed for several metrics to improve the confidence score.

Development, calibration, and validation of a head-neck complex of THOR mod kit finite element model.

INTRODUCTION/OBJECTIVE: In an effort to continually improve upon the design of the test device for human occupant restraint (THOR) dummy, a series of modifications have recently been applied. The first objective of this study was to update the THOR head-neck finite element (FE) model to the specifications of the latest dummy modifications. The second objective was to develop and apply a new optimization-based methodology to calibrate the FE head-neck model based on experimental test data. The calibrated head-neck model was validated against both frontal and lateral impact test data. Finally, the sensitivities of the model, in terms of head and neck injury criteria, to pretest positioning conditions were evaluated in a frontal crash test simulation. METHODS: The updated parts of the head-neck THOR FE model were remeshed from CAD geometries of the modified parts. In addition, further model modifications were made to improve the effectiveness of the model (e.g., model stability). A novel calibration methodology, which incorporates the CORA (CORelation and Analysis) rating system with an optimization algorithm implemented in Isight software, was developed to improve both kinematic and kinetic responses of the model in various THOR dummy certification and biomechanical response tests. A parametric study was performed to evaluate head and neck injury criteria values in the calibrated head-neck model during a 40 km/h frontal crash test with respect to variation in the THOR model upper body and belt pretest position. RESULTS: Material parameter optimization was shown to greatly improve the updated model response by increasing the average rating score from 0.794 ± 0.073 to 0.964 ± 0.019. The calibrated neck showed the biggest improvement in the pendulum flexion simulation from 0.681 in the original model up to 0.96 in the calibrated model. The fully calibrated model proved to be effective at predicting dummy response in frontal and lateral loading conditions during the validation phase (0.942 average score). Upper body position was shown to have a greater effect on head-neck response than belt position. The pretest positioning variation resulted in a 10 percent maximum change in HIC36 values and 14 percent maximum change in NIJ values. CONCLUSION: The optimization-based calibration methodology was effective as it markedly improved model performance. The calibrated head-neck model demonstrated application in a crash safety analysis, showing slight head-neck injury sensitivity to pretest positioning in a frontal crash impact scenario.

Assessing biofidelity of the Test Device for Human Occupant Restraint (THOR) against historic human volunteer data.

The National Aeronautics and Space Administration (NASA) is interested in characterizing the responses of THOR (test device for human occupant restraint) anthropometric test device (ATD) to representative loading acceleration pulses. Test conditions were selected both for their applicability to anticipated NASA landing scenarios, and for comparison to human volunteer data previously collected by the United States Air Force (USAF). THOR impact testing was conducted in the fore-to-aft frontal (-x) and in the upward spinal (-z) directions with peak sled accelerations ranging from 8 to 12 G and rise times of 40, 70, and 100ms. Each test condition was paired with historical human data sets under similar test conditions that were also conducted on the HIA. A correlation score was calculated for each THOR to human comparison using CORA (CORrelation and Analysis) software. A two-parameter beta distribution model fit was obtained for each dependent variable using maximum likelihood estimation. For frontal impacts, the THOR head x-acceleration peak response correlated with the human response at 8 and 10G 100ms, but not 10G 70ms. The phase lagged the human response. Head z-acceleration was not correlated. Chest x-acceleration was in phase, had a higher peak response, and was well correlated with lighter subjects (Cora = 0.8 for 46 kg vs. Cora = 0.4 for 126kg). Head x-displacement had a leading phase. Several subjects responded with the same peak displacement, but the mean of the group was lower. The shoulder x-displacement was in phase but had higher peaks than the human response. For spinal impacts, the THOR head x-acceleration was not well correlated. Head and chest z-acceleration was in phase, but had a higher peak response. Chest z-acceleration was highly correlated with heavier subjects at lower G pulses (Cora = 0.86 for 125kg at 8G). The human response was variable in should z-displacement, but the THOR was in phase and was comparable to the mean peak response. Head x- and z-displacement was in phase, but had higher peaks. Seat pan forces are well correlated, are in phase, but have a larger peak response than most subjects.

Development of head injury assessment reference values based on NASA injury modeling.

NASA is developing a new crewed vehicle and desires a lower risk of injury compared to automotive or commercial aviation. Through an agreement with the National Association of Stock Car Auto Racing, Inc. (NASCAR®), an analysis of NASCAR impacts was performed to develop new injury assessment reference values (IARV) that may be more relevant to NASA's context of vehicle landing operations. Head IARVs associated with race car impacts were investigated by analyzing all NASCAR recorded impact data for the 2002-2008 race seasons. From the 4015 impact files, 274 impacts were selected for numerical simulation using a custom NASCAR restraint system and Hybrid III 50th percentile male Finite Element Model (FEM) in LS-DYNA. Head injury occurred in 27 of the 274 selected impacts, and all of the head injuries were mild concussions with or without brief loss of consciousness. The 247 noninjury impacts selected were representative of the range of crash dynamics present in the total set of impacts. The probability of head injury was estimated for each metric using an ordered probit regression analysis. Four metrics had good correlation with the head injury data: head resultant acceleration, head change in velocity, HIC 15, and HIC 36. For a 5% risk of AIS≥1/AIS≥2 head injuries, the following IARVs were found: 121.3/133.2 G (head resultant acceleration), 20.3/22.0 m/s (head change in velocity), 1,156/1,347 (HIC 15), and 1,152/1,342 (HIC 36) respectively. Based on the results of this study, further analysis of additional datasets is recommended before applying these results to future NASA vehicles.

Stroboscopic vision as a treatment for motion sickness: strobe lighting vs. shutter glasses.

INTRODUCTION: Countermeasures (e.g., drugs, training, etc.) designed to combat the problem of space motion sickness (SMS) have had only limited successes. A possible solution for SMS and terrestrial motion sickness may rest in preventing retinal slip via stroboscopic vision. METHODS: There were 32 subjects who participated in a study to investigate the effect of stroboscopic illumination on motion sickness using either a strobe light or liquid crystal display (LCD) shutter glasses. There were 19 subjects who read text and made +/- 20 degrees head movements in the horizontal plane (yaw) at 0.2 Hz while wearing left-right reversing prisms and exposed to 4-Hz stroboscopic or normal room illumination (control condition). Motion sickness was scored using the Miller and Graybiel scale and subjective self-ratings. In a crossover design, testing was repeated using stroboscopic LCD shutter glasses with an additional 13 subjects and 6 subjects from the first condition. RESULTS: During the experiment with a strobe light, motion sickness scores were significantly lower than in the control condition (chi 0.32 strobe vs. chi 3.79 light = p < 0.003). Results with the LCD shutter glasses corresponded with those when the environment was strobed in an otherwise dark room (chi 1.0 glasses vs. chi 4.1 light = p < 0.001). CONCLUSIONS: Stroboscopic illumination reduced the severity of motion sickness symptoms, and shutter glasses with a flash frequency of 4 Hz are as effective as a strobe light. Stroboscopic illumination appears to be an effective countermeasure where retinal slip is a significant factor in eliciting motion sickness due to either self- or surround-motion.