3 results found
Posirisuk P, Baker C, Ghajari M, 2022, Computational prediction of head-ground impact kinematics in e-scooter falls, Accident Analysis and Prevention, Vol: 167, Pages: 1-11, ISSN: 0001-4575
E-scooters are the fastest growing mode of micro-mobility with important environmental benefits. However, there are serious concerns about injuries caused by e-scooter accidents. Falls due to poor road surface conditions are a common cause of injury in e-scooter riders, and head injuries are one of the most common and concerning injuries in e-scooter falls. However, the head-ground impact biomechanics in e-scooter falls and its relationship with e-scooter speed and design, road surface conditions and wearing helmets remain poorly understood. To address some of these key questions, we predicted the head-ground impact force and velocity of e-scooter riders in different falls caused by potholes. We used multi-body dynamics approach to model a commercially available e-scooter and simulate 180 falls using human body models. We modelled different pothole sizes to test whether the pothole width and depth influences the onset of falls and head-ground impact speed and force. We also tested whether the e-scooter travelling speed has an influence on the head-ground impact force and velocity. The simulations were carried out with three human body models to ensure that the results of the study are inclusive of a wide range of rider sizes. For our 10inch diameter e-scooter wheels, we found a sudden increase in the occurrence of falls when the pothole depth was increased from 3cm (no falls) to 6cm (41 falls out of 60 cases). When the falls occurred, we found a head-ground impact force of 13.23.4kN, which is larger than skull fracture thresholds. The head-ground impact speed was 6.31.4m/s, which is nearly the same as the impact speed prescribed in bicycle helmet standards. All e-scooter falls resulted in oblique head impacts, with an impact angle of 6510 (measured from the ground). Decreasing the e-scooter speed reduced the head impact speed. For instance, reducing the e-scooter speed from 30km/h to 20km/h led to a 14% reduction in the mean impact speed and 12% reduction in th
Baker C, Martin P, Wilson M, et al., 2022, The relationship between road traffic collision dynamics and traumatic brain injury pathology, Brain Communications, Vol: 4, ISSN: 2632-1297
Road traffic collisions are a major cause of traumatic brain injury. However, the relationship between road traffic collision dynamics and traumatic brain injury risk for different road users is unknown. We investigated 2,065 collisions from Great Britain’s Road Accident In-depth Studies collision database involving 5,374 subjects (2013-20). 595 subjects sustained a traumatic brain injury (20.2% of 2,940 casualties), including 315 moderate-severe and 133 mild-probable. Key pathologies included skull fracture (179, 31.9%), subarachnoid haemorrhage (171, 30.5%), focal brain injury (168, 29.9%) and subdural haematoma (96, 17.1%). These results were extended nationally using >1,000,000 police-reported collision casualties. Extrapolating from the in-depth data we estimate that there are ~20,000 traumatic brain injury casualties (~5,000 moderate-severe) annually on Great Britain’s roads, accounting for severity differences. Detailed collision investigation allows vehicle collision dynamics to be understood and the change-in-velocity (known as delta-V) to be estimated for a subset of in-depth collision data. Higher delta-V increased the risk of moderate-severe brain injury for all road users. The four key pathologies were not observed below 8km/h delta-V for pedestrians/cyclists and 19km/h delta-V for car occupants (higher delta-V threshold for focal injury in both groups). Traumatic brain injury risk depended on road user type, delta-V and impact direction. Accounting for delta-V, pedestrians/cyclists had a 6-times higher likelihood of moderate-severe brain injury than car occupants. Wearing a cycle helmet was protective against overall and mild-to-moderate-severe brain injury, particularly skull fracture and subdural haematoma. Cycle helmet protection was not due to travel or impact speed differences between helmeted and non-helmeted cyclist groups. We additionally examined the influence of delta-V direction. Car occupants exposed to a higher latera
Baker CE, Martin PS, Wilson M, et al., 2021, Traumatic brain injury findings from Great Britain's in-depth RAIDS database relating to delta-V, Pages: 726-727, ISSN: 2235-3151
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