Anatomical parameters for musculoskeletal modeling of the hand and wrist

International audienceA musculoskeletal model of the hand and wrist can provide valuable biomechanical and neurophysiological insights, relevant for clinicians and ergonomists. Currently, no consistent data-set exists comprising the full anatomy of these upper extremity parts. The aim of this study was to collect a complete anatomical data-set of the hand and wrist, including the intrinsic and extrinsic muscles. One right lower arm, taken from a fresh frozen female specimen, was studied. Geometrical data for muscles and joints were digitized using a 3D optical tracking system. For each muscle, optimal fiber length and physiological cross-sectional area were assessed based on muscle belly mass, fiber length, and sarcomere length. A brief description of model, in which these data were imported as input, is also provided. Anatomical data including muscle morphology and joint axes (48 muscles and 24 joints) and mechanical representations of the hand are presented. After incorporating anatomical data in the presented model, a good consistency was found between outcomes of the model and the previous experimental studies

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Raw data related to article "<br> p.p1 {margin: 0.0px 0.0px 0.0px 0.0px; font: 12.0px Helvetica} Timing and extent of finger force enslaving during a dynamic force task cannot be explained by EMG activity patterns"<div>Structure of Matlab file: <br><div>Rows: subjects (10)</div></div><div>Columns: force resistance levels 4,6 and 8 N. Ramp force build up and MVC during flexion and extension. </div><div><br></div

Effects of seat back height and posture on 3D vibration transmission to pelvis, trunk and head

Vibration transmission is essential in the design of comfortable vehicle seats but knowledge is lacking on 3D trunk and head motion and the role of seat back and posture. We hypothesized that head motion is reduced when participants upper back is unsupported, as this stimulates active postural control. We developed an experimental methodology to evaluate 3D vibration transmission from compliant seats to the human body. Wide-band (0.1-12 Hz) motion stimuli were applied in fore-aft, lateral and vertical direction to evaluate the translational and rotational body response in pelvis, trunk and head. A standard car seat was equipped with a configurable and compliant back support to test 3 support heights and 3 sitting postures (erect, slouched, and preferred) where we also tested head down looking at a smartphone. Seat back support height and sitting posture substantially affected vibration transmission and affected low-frequency responses in particular for body segment rotation. According to our hypothesis a low support height proved beneficial in reducing head motion. Relevance to industry: Our methodology effectively evaluates 3D wide-band vibration transmission from compliant seats to the human body. The lowest back support height reduced head motion but was perceived as least comfortable. This calls for seat designs which support but do not so much constrain the upper back. The head down posture enlarged head motion, pleading for computer system integration allowing heads up postures in future automated cars. The biomechanical data will serve to validate human models supporting the design of comfortable (automated) vehicles.Comment: submitted to Elsevie

Effects of seat back height and posture on 3D vibration transmission to pelvis, trunk and head

Vibration transmission is essential in the design of comfortable vehicle seats but knowledge is lacking on 3D trunk and head motion and the role of seat back and posture. We hypothesized that head motion is reduced when participants’ upper back is unsupported, as this stimulates active postural control. We developed an experimental methodology to evaluate 3D vibration transmission from compliant seats to the human body. Wide-band (0.1–12 Hz) motion stimuli were applied in fore-aft, lateral and vertical direction to evaluate the translational and rotational body response in pelvis, trunk and head. A standard car seat was equipped with a configurable and compliant back support to test 3 support heights and 3 sitting postures (erect, slouched, and preferred) where we also tested head down looking at a smartphone. Seat back support height and sitting posture substantially affected vibration transmission and affected low frequency responses in particular for body segment rotation. According to our hypothesis a low support height proved beneficial in reducing head motion. Relevance to industry: Our methodology effectively evaluates 3D wide-band vibration transmission from compliant seats to the human body. The lowest back support height reduced head motion but was perceived as least comfortable. This calls for seat designs which support but do not so much constrain the upper back. The head down posture enlarged head motion, pleading for computer system integration allowing heads up postures in future automated cars. The biomechanical data will serve to validate human models supporting the design of comfortable (automated) vehicles

p and F values (df1 = factors degree of freedom, df2 = errors degree of freedom) of three-way repeated measures ANOVAs applied to statistically analyze changes in either finger forces, FDS and ED activity of non-instructed fingers when switching between phases (static and dynamic) phases as a function of the amplitude of the resistance force.

<p>p and F values (df1 = factors degree of freedom, df2 = errors degree of freedom) of three-way repeated measures ANOVAs applied to statistically analyze changes in either finger forces, FDS and ED activity of non-instructed fingers when switching between phases (static and dynamic) phases as a function of the amplitude of the resistance force.</p

Force enslaving effect (EE), ratio of non-instructed finger forces to index finger force, before the movement (static phase), at endpoint of the movement (dynamic phase) and the change between them for three force resistances.

<p>Force enslaving effect (EE), ratio of non-instructed finger forces to index finger force, before the movement (static phase), at endpoint of the movement (dynamic phase) and the change between them for three force resistances.</p

EMG activity of FDS and ED muscle regions and forces exerted by the fingers during the static and dynamic phases of the task (means ± SD).

<p>EMG activity of FDS and ED muscle regions and forces exerted by the fingers during the static and dynamic phases of the task (means ± SD).</p

Time delays of non-instructed (middle, ring and little) finger forces during different resistance forces (4N, 6N and 8N).

<p>Time delays of non-instructed (middle, ring and little) finger forces during different resistance forces (4N, 6N and 8N).</p

Simulating 3D Human Postural Stabilization in Vibration and Dynamic Driving

In future automated vehicles we will often engage in non-driving tasks and will not watch the road. This will affect postural stabilization and may elicit discomfort or even motion sickness in dynamic driving. Future vehicles will accommodate this with properly designed seats and interiors, whereas comfortable vehicle motion will be achieved with smooth driving styles and well-designed (active) suspensions. To support research and development in dynamic comfort, this paper presents the validation of a multi-segment full-body human model, including visuo-vestibular and muscle spindle feedback, for postural stabilization. Dynamic driving is evaluated using a “sickening drive”, including a 0.2 Hz 4 m/s2 slalom. Vibration transmission is evaluated with compliant automotive seats, applying 3D platform motion and evaluating 3D translation and rotation of pelvis, trunk and head. The model matches human motion in dynamic driving and reproduces fore–aft, lateral and vertical oscillations. Visuo-vestibular and muscle spindle feedback are shown to be essential, in particular, for head–neck stabilization. Active leg muscle control at the hips and knees is shown to be essential to stabilize the trunk in the high-amplitude slalom condition but not with low-amplitude horizontal vibrations. However, active leg muscle control can strongly affect 4–6 Hz vertical vibration transmission. Compared to the vibration tests, the dynamic driving tests show enlarged postural control gains to minimize trunk and head roll and pitch and to align head yaw with driving direction. Human modelling can enable the insights required to achieve breakthrough comfort enhancements, while enabling efficient developments for a wide range of driving conditions, body sizes and other factors. Hence, modelling human postural control can accelerate the innovation of seats and vehicle motion-control strategies for (automated) vehicles