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2002 - University of Washington Bone and Joint Sources

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Underst<strong>and</strong>ing <strong>and</strong> Preventing Cervical Spine Whiplash Injuries<br />

from Rear-end Motor Vehicle Collisions<br />

ALLAN F. TENCER, PH.D., SOHAIL K. MIRZA, M.D., KEVIN BENSEL, AND PHILIPPE HUBER<br />

Cervical spine whiplash injuries<br />

remain a common, expensive,<br />

<strong>and</strong> poorly understood health<br />

problem. The National Highway Traffic<br />

Safety Administration (NHTSA)<br />

reports that an average <strong>of</strong> 805,581<br />

whiplash injuries occurred annually in<br />

the United States between 1988 <strong>and</strong><br />

1996, with an annual estimated cost for<br />

treatment <strong>of</strong> $5.2 billion dollars.<br />

According to the Insurance Institute for<br />

Highway Safety (IIHS), only 5% <strong>of</strong> 1995<br />

model vehicles had a head restraint<br />

which allowed positioning above the<br />

top <strong>of</strong> the occupant’s head <strong>and</strong> closer<br />

than about 3 inches from the back <strong>of</strong><br />

the head. We have developed a research<br />

program to help prevent whiplash<br />

injuries by studying the mechanical<br />

deformations <strong>of</strong> the head <strong>and</strong> neck<br />

during a whiplash injury event <strong>and</strong><br />

finding ways to diminish these forces.<br />

Our research has included studying<br />

cases <strong>of</strong> whiplash injuries, conducting<br />

studies with human volunteers,<br />

developing computer models to<br />

simulate the impact, <strong>and</strong> studying<br />

tissue level changes in experiments<br />

using human cadaveric spine<br />

specimens. One goal <strong>of</strong> this research is<br />

to develop a head restraint with<br />

improved geometry <strong>and</strong> the ability to<br />

absorb energy from contact with the<br />

head during impact. This approach<br />

could reduce spinal forces <strong>and</strong> the<br />

potential for whiplash injury.<br />

METHODS<br />

Development <strong>of</strong> a modified head<br />

restraint<br />

A total <strong>of</strong> 432 actual low speed<br />

(under 7 mph) rear impacts were<br />

studied. Victims were primarily female,<br />

(70%), with an average age <strong>of</strong> 37 years,<br />

a height <strong>of</strong> 64 inches, <strong>and</strong> weight <strong>of</strong> 145<br />

lbs. Separate observations <strong>of</strong> 719 drivers<br />

showed that 26% had the head restraint<br />

set below ear level, <strong>and</strong> 42% had a gap<br />

<strong>of</strong> greater than about 3 inches between<br />

the back <strong>of</strong> the head <strong>and</strong> the restraint,<br />

Figure 1: Prototype retr<strong>of</strong>it head restraint mounts on posts <strong>of</strong> st<strong>and</strong>ard head restraint, couples to a<br />

front plate on the seat back to stiffen the head restraint to seat back connection, has an inflated air<br />

cushion (A) to contour to the occupant’s head neck <strong>and</strong> torso, with a discharge valve (B) to reduce<br />

rebound from the seat, <strong>and</strong> is higher <strong>and</strong> allows forward adjustment (C).<br />

either resulting from a kyphotic<br />

posture, or because the seat was<br />

inclined backwards. Impact testing <strong>of</strong><br />

seats demonstrated considerable<br />

variation in the stiffness <strong>of</strong> the head<br />

restraint <strong>and</strong> its ability to absorb the<br />

energy <strong>of</strong> contact with the head. These<br />

observations prompted the<br />

development <strong>of</strong> a modified head<br />

restraint, shown in Figure 1, which was<br />

higher <strong>and</strong> stiffer than existing devices.<br />

A pneumatic cushion (not an airbag)<br />

could be inflated to accommodate the<br />

shape <strong>of</strong> the occupant’s torso, spine, <strong>and</strong><br />

head, <strong>and</strong> a discharge valve on the<br />

cushion allowed air to escape from the<br />

bag, absorbing impact with the head.<br />

The response <strong>of</strong> human volunteers<br />

A representative vehicle seat was<br />

mounted on a 6 wheeled frame, Figure<br />

2. With IRB approval, 28 subjects were<br />

tested. Each subject was seated in the<br />

sled <strong>and</strong> restrained with lap <strong>and</strong><br />

shoulder belts. A light plastic headb<strong>and</strong><br />

was secured on the subject’s head<br />

containing accelerometers measuring X<br />

(forward-backward) <strong>and</strong> Z (upwarddownward)<br />

accelerations at<br />

approximately the level <strong>of</strong> each ear. The<br />

subject first underwent a rear end<br />

impact sitting upright against the<br />

modified head restraint with the air<br />

cushion inflated to the subject’s<br />

comfort level. Then the modified head<br />

restraint was replaced with the st<strong>and</strong>ard<br />

head restraint. The impact was<br />

equivalent to about a 4-5 mph rear-end<br />

collision.<br />

All subjects underwent the two<br />

sequential impacts without incident.<br />

Subsequent symptoms consisting <strong>of</strong><br />

some minor neck stiffness later that day<br />

or the next were reported by three<br />

subjects. All symptoms resolved rapidly.<br />

With the st<strong>and</strong>ard head restraint, Figure<br />

2, the subject’s chest was initially thrust<br />

forward while her head was falling<br />

backward toward the head restraint.<br />

Then her head was thrust forward as<br />

the chest motion stopped. With the<br />

modified head restraint, the subject’s<br />

head <strong>and</strong> torso were in nearly<br />

simultaneous contact with the seat <strong>and</strong><br />

head restraint <strong>and</strong> the maximum<br />

difference in horizontal position<br />

22 <strong>2002</strong> ORTHOPAEDIC RESEARCH REPORT

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