evaluated. In
rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
The influence of injury mechanism on spinal injuries for both occupant and pedestrian was also investigated and shown in
sources and non
were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for cervical injuries are the bonnet surface and winds
are the frequent causes for sacral injuries (Al
4.6 DEFORMATION AND INTRUSION
In this section the effect of deformation and intrusion on spinal injury outcome was evaluated. Injuries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
The influence of injury mechanism on spinal injuries for both occupant and pedestrian was also investigated and shown in
sources and non-contact are the main causes for cervical injuries. Injuries
were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for cervical injuries are the bonnet surface and winds
are the frequent causes for sacral injuries (Al
4.6 DEFORMATION AND INTRUSION
In this section the effect of deformation and intrusion on spinal injury outcome was juries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
The influence of injury mechanism on spinal injuries for both occupant and pedestrian was also investigated and shown in
contact are the main causes for cervical injuries. Injuries
were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for cervical injuries are the bonnet surface and winds
are the frequent causes for sacral injuries (Al
4.6 DEFORMATION AND INTRUSION
In this section the effect of deformation and intrusion on spinal injury outcome was juries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
The influence of injury mechanism on spinal injuries for both occupant and pedestrian was also investigated and shown in Figure 4.10
contact are the main causes for cervical injuries. Injuries
were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for cervical injuries are the bonnet surface and winds
are the frequent causes for sacral injuries (Al
4.6 DEFORMATION AND INTRUSION
In this section the effect of deformation and intrusion on spinal injury outcome was juries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
The influence of injury mechanism on spinal injuries for both occupant and pedestrian
Figure 4.10
contact are the main causes for cervical injuries. Injuries
were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for cervical injuries are the bonnet surface and winds
are the frequent causes for sacral injuries (Al-Shammari et al., 2010b).
4.6 DEFORMATION AND INTRUSION
In this section the effect of deformation and intrusion on spinal injury outcome was juries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
63
The influence of injury mechanism on spinal injuries for both occupant and pedestrian
Figure 4.10. For occupants, it can be noticed that interior
contact are the main causes for cervical injuries. Injuries
were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for cervical injuries are the bonnet surface and windshield glazing. Bonnet edge/trim and ground
Shammari et al., 2010b).
4.6 DEFORMATION AND INTRUSION
In this section the effect of deformation and intrusion on spinal injury outcome was juries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
The influence of injury mechanism on spinal injuries for both occupant and pedestrian . For occupants, it can be noticed that interior contact are the main causes for cervical injuries. Injuries
were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for hield glazing. Bonnet edge/trim and ground Shammari et al., 2010b).
In this section the effect of deformation and intrusion on spinal injury outcome was juries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
The influence of injury mechanism on spinal injuries for both occupant and pedestrian . For occupants, it can be noticed that interior contact are the main causes for cervical injuries. Injuries
were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for hield glazing. Bonnet edge/trim and ground Shammari et al., 2010b).
In this section the effect of deformation and intrusion on spinal injury outcome was juries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
The influence of injury mechanism on spinal injuries for both occupant and pedestrian . For occupants, it can be noticed that interior contact are the main causes for cervical injuries. Injuries to thoracic spine were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for hield glazing. Bonnet edge/trim and ground
In this section the effect of deformation and intrusion on spinal injury outcome was juries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
The influence of injury mechanism on spinal injuries for both occupant and pedestrian . For occupants, it can be noticed that interior to thoracic spine were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for hield glazing. Bonnet edge/trim and ground
In this section the effect of deformation and intrusion on spinal injury outcome was juries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4.11: Effect of maximum deformation on spinal injury in car collisions
The influence of injury mechanism on spinal injuries for both occupant and pedestrian . For occupants, it can be noticed that interior to thoracic spine were mainly due contact with stiff side structures. Also, the seat, luggage, and other side structures predominated in the cause of lumbar spine. For pedestrians, the probable causes for hield glazing. Bonnet edge/trim and ground
In this section the effect of deformation and intrusion on spinal injury outcome was juries were categorized according to AIS, separately for car collisions and rollovers. They were then plotted against the maximum intrusion and depth of deformation.
Figure 4
is observed that probability of an AIS
crashes. This supports the hypothesis that low deformations often cause low injur
Severity of spinal injury versus intrusion is summarized in
observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS
observed at higher intrusion levels. It can be concluded that extent of intrusion has a significant influence on the likelihood of spinal injury.
were also identified in this study and are shown in
injuries occurred at roof deformation more than 15 cm which exceeded the requir of the FMVSS 216 standard (NHTSA, 2005).
Figure 4.11
is observed that probability of an AIS
crashes. This supports the hypothesis that low deformations often cause low injur
Figure 4.12: Severity of spinal injury versus intrusion for car collisions
Severity of spinal injury versus intrusion is summarized in
observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS
observed at higher intrusion levels. It can be concluded that extent of intrusion has a significant influence on the likelihood of spinal injury.
The distribution of occupant spinal injuries in intrusion for rollover type collisions were also identified in this study and are shown in
injuries occurred at roof deformation more than 15 cm which exceeded the requir of the FMVSS 216 standard (NHTSA, 2005).
.11 plots the severity of spinal injuries as a function of vehicle deformations. It
is observed that probability of an AIS
crashes. This supports the hypothesis that low deformations often cause low injur
Figure 4.12: Severity of spinal injury versus intrusion for car collisions
Severity of spinal injury versus intrusion is summarized in
observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS
observed at higher intrusion levels. It can be concluded that extent of intrusion has a significant influence on the likelihood of spinal injury.
stribution of occupant spinal injuries in intrusion for rollover type collisions were also identified in this study and are shown in
injuries occurred at roof deformation more than 15 cm which exceeded the requir of the FMVSS 216 standard (NHTSA, 2005).
plots the severity of spinal injuries as a function of vehicle deformations. It is observed that probability of an AIS
crashes. This supports the hypothesis that low deformations often cause low injur
Figure 4.12: Severity of spinal injury versus intrusion for car collisions
Severity of spinal injury versus intrusion is summarized in
observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS
observed at higher intrusion levels. It can be concluded that extent of intrusion has a significant influence on the likelihood of spinal injury.
stribution of occupant spinal injuries in intrusion for rollover type collisions were also identified in this study and are shown in
injuries occurred at roof deformation more than 15 cm which exceeded the requir of the FMVSS 216 standard (NHTSA, 2005).
plots the severity of spinal injuries as a function of vehicle deformations. It is observed that probability of an AIS
crashes. This supports the hypothesis that low deformations often cause low injur
Figure 4.12: Severity of spinal injury versus intrusion for car collisions
Severity of spinal injury versus intrusion is summarized in
observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS
observed at higher intrusion levels. It can be concluded that extent of intrusion has a significant influence on the likelihood of spinal injury.
stribution of occupant spinal injuries in intrusion for rollover type collisions were also identified in this study and are shown in
injuries occurred at roof deformation more than 15 cm which exceeded the requir of the FMVSS 216 standard (NHTSA, 2005).
plots the severity of spinal injuries as a function of vehicle deformations. It is observed that probability of an AIS ≥ 4 injury is significantly less in low deformation crashes. This supports the hypothesis that low deformations often cause low injur
Figure 4.12: Severity of spinal injury versus intrusion for car collisions
Severity of spinal injury versus intrusion is summarized in
observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS
observed at higher intrusion levels. It can be concluded that extent of intrusion has a significant influence on the likelihood of spinal injury.
stribution of occupant spinal injuries in intrusion for rollover type collisions were also identified in this study and are shown in
injuries occurred at roof deformation more than 15 cm which exceeded the requir of the FMVSS 216 standard (NHTSA, 2005).
64
plots the severity of spinal injuries as a function of vehicle deformations. It ≥ 4 injury is significantly less in low deformation crashes. This supports the hypothesis that low deformations often cause low injur
Figure 4.12: Severity of spinal injury versus intrusion for car collisions
Severity of spinal injury versus intrusion is summarized in
observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS
observed at higher intrusion levels. It can be concluded that extent of intrusion has a significant influence on the likelihood of spinal injury.
stribution of occupant spinal injuries in intrusion for rollover type collisions were also identified in this study and are shown in Figure 4.13
injuries occurred at roof deformation more than 15 cm which exceeded the requir plots the severity of spinal injuries as a function of vehicle deformations. It
≥ 4 injury is significantly less in low deformation crashes. This supports the hypothesis that low deformations often cause low injur
Figure 4.12: Severity of spinal injury versus intrusion for car collisions
Severity of spinal injury versus intrusion is summarized in
observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS
observed at higher intrusion levels. It can be concluded that extent of intrusion has a
stribution of occupant spinal injuries in intrusion for rollover type collisions
Figure 4.13. It is observed that 11% of all
injuries occurred at roof deformation more than 15 cm which exceeded the requir plots the severity of spinal injuries as a function of vehicle deformations. It
≥ 4 injury is significantly less in low deformation crashes. This supports the hypothesis that low deformations often cause low injur
Figure 4.12: Severity of spinal injury versus intrusion for car collisions
Severity of spinal injury versus intrusion is summarized in Figure 4.12 observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS
observed at higher intrusion levels. It can be concluded that extent of intrusion has a
stribution of occupant spinal injuries in intrusion for rollover type collisions . It is observed that 11% of all injuries occurred at roof deformation more than 15 cm which exceeded the requir
plots the severity of spinal injuries as a function of vehicle deformations. It ≥ 4 injury is significantly less in low deformation crashes. This supports the hypothesis that low deformations often cause low injur
Figure 4.12: Severity of spinal injury versus intrusion for car collisions
Figure 4.12
observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS
observed at higher intrusion levels. It can be concluded that extent of intrusion has a
stribution of occupant spinal injuries in intrusion for rollover type collisions . It is observed that 11% of all injuries occurred at roof deformation more than 15 cm which exceeded the requir
plots the severity of spinal injuries as a function of vehicle deformations. It ≥ 4 injury is significantly less in low deformation crashes. This supports the hypothesis that low deformations often cause low injuries.
Figure 4.12: Severity of spinal injury versus intrusion for car collisions
Figure 4.12. It can be
observed that spinal injuries of AIS 2 and 3 levels can occur even at lower levels of intrusion distances (< 30 cm). On the other hand higher levels of spine injury severity (AIS ≥ 4) are observed at higher intrusion levels. It can be concluded that extent of intrusion has a
stribution of occupant spinal injuries in intrusion for rollover type collisions . It is observed that 11% of all injuries occurred at roof deformation more than 15 cm which exceeded the requir
plots the severity of spinal injuries as a function of vehicle deformations. It ≥ 4 injury is significantly less in low deformation
. It can be intrusion ≥ 4) are observed at higher intrusion levels. It can be concluded that extent of intrusion has a
stribution of occupant spinal injuries in intrusion for rollover type collisions . It is observed that 11% of all injuries occurred at roof deformation more than 15 cm which exceeded the requirement
Figure 4.13: Distribution of occupant spinal injuries and intrusion for rollovers
et al., 2006). In this study, 11% injuries are observed when there is a driver roof intrusion followed by the co
A-pillar intrusion and roof intrusion at rear passenger side roof. In around 5
injury bonnet intrusion was observed. In general it is observed that the maximum intrusion was measured at the area adjacent to the str
Figure 4.13: Distribution of occupant spinal injuries and intrusion for rollovers
In case of rollovers spinal injuries due to roof intrusion are the most frequent (Conroy et al., 2006). In this study, 11% injuries are observed when there is a driver roof intrusion followed by the co
pillar intrusion and roof intrusion at rear passenger side roof. In around 5
injury bonnet intrusion was observed. In general it is observed that the maximum intrusion was measured at the area adjacent to the str
Figure 4.13: Distribution of occupant spinal injuries and intrusion for rollovers
In case of rollovers spinal injuries due to roof intrusion are the most frequent (Conroy et al., 2006). In this study, 11% injuries are observed when there is a driver roof intrusion