Information content of colored motifs in complex networks

We study complex networks in which the nodes of the network are tagged with different colors depending on the functionality of the nodes (colored graphs), using information theory applied to the distribution of motifs in such networks. We find that colored motifs can be viewed as the building blocks of the networks (much more so than the uncolored structural motifs can be) and that the relative frequency with which these motifs appear in the network can be used to define the information content of the network. This information is defined in such a way that a network with random coloration (but keeping the relative number of nodes with different colors the same) has zero color information content. Thus, colored motif information captures the exceptionality of coloring in the motifs that is maintained via selection. We study the motif information content of the C. elegans brain as well as the evolution of colored motif information in networks that reflect the interaction between instructions in genomes of digital life organisms. While we find that colored motif information appears to capture essential functionality in the C. elegans brain (where the color assignment of nodes is straightforward) it is not obvious whether the colored motif information content always increases during evolution, as would be expected from a measure that captures network complexity. For a single choice of color assignment of instructions in the digital life form Avida, we find rather that colored motif information content increases or decreases during evolution, depending on how the genomes are organized, and therefore could be an interesting tool to dissect genomic rearrangements.Comment: 21 pages, 8 figures, to appear in Artificial Lif

Effects of obesity on seat belt fit

Obesity has been shown to increase the risk of some types of injury in crashes. One hypothesis is that obesity adversely effects belt fit by changing the routing of the belt relative to the underlying skeletal structures. To evaluate this hypothesis, belt fit was measured in a laboratory study of 54 men and women, 48 percent of whom were obese, with a body mass index (BMI) of 30 kg/m2 or greater. Test conditions included a wide range of upper and lower belt anchorage locations and ranges of seat height, seat cushion angle, and seat back angle spanning a large fraction of current vehicle front and rear seats. In some conditions, foot position was restricted to simulate the typical situation in the second row of a small sedan. Across individuals, an increase in BMI of 10-kg/m2 was associated with a lap belt positioned 43 mm further forward and 21 mm higher relative to the anterior-superior iliac spines of the pelvis. Each 10-kg/m2 increase in BMI was associated with an increase in lap belt webbing length of 130 mm. The worsening of lap belt fit with restricted foot position was slightly greater for obese participants. Obesity was associated with a more-inboard shoulder belt routing across a wide range of upper belt anchorage locations, and the shoulder belt webbing length between the D-ring and latchplate increased by an average of 60 mm with each 10-kg/m2 increase in BMI. The results suggest that obesity effectively introduces slack in the seat belt system by routing the belt further away from the skeleton. Particularly in frontal crashes, but also in rollovers and other scenarios, this slack will result in increased excursions and an increased likelihood and severity of contacts with the interior. The higher routing of the lap belt with respect to the pelvis also increases the likelihood of submarining in frontal crashes.National Highway Traffic Safety Administrationhttp://deepblue.lib.umich.edu/bitstream/2027.42/89867/1/102813.pd

Development of geometric specifications for a small female anthropomorphic test device pelvis

Target surface geometry for the small female anthropomorphic test device pelvis was predicted by a statistical pelvis geometry model developed through analysis of medical imaging data. The resulting geometry was compared to the Hybrid III small female pelvis geometry and an estimate of female pelvis geometry obtained by length scaling the midsize male pelvis based on bispinous breadth. Differences were found in the shape of the pubic rami, ischial tuberosities, and anterior superior iliac wings between the small female pelvis model and the Hybrid III pelvis, which may affect interactions with seat belts and vehicle structures.National Highway Traffic Safety Administrationhttp://deepblue.lib.umich.edu/bitstream/2027.42/117574/1/103243.pdfhttp://deepblue.lib.umich.edu/bitstream/2027.42/117574/4/103243-1.pdfDescription of 103243.pdf : This file has been superceded. The new file, current as of June 20, 2016, is named 103243-1.pdf.Description of 103243-1.pdf : Final report; supercedes all versions downloaded prior to June 20, 2016

Effect of realistic vehicle seats, cushion length, and lap belt geometry on child ATD kinematics

This series of sled tests examined the effect of using real vehicle seats on child ATD performance. Cushion length was varied from production length of 450 mm to a shorter length of 350 mm. Lap belt geometry was set to rear, mid, and forward anchorage locations that span the range of allowable lap belt angles found in real vehicles. Six tests each were performed with the standard Hybrid III 6YO and 10YO ATDs. One additional test was performed using a booster seat with the 6YO. An updated version of the UMTRI seating procedure was used to position the ATDs that positions the ATD hips further forward with longer seat cushions to reflect the effect of cushion length on posture that has been measured with child volunteers. ATD kinematics were evaluated using peak head excursion, peak knee excursion, the difference between peak head and peak knee excursion, and the minimum torso angle. Shortening the seat cushion improved kinematic outcomes, particularly for the 10YO. Lap belt geometry had a greater effect on kinematics with the longer cushion length, with mid and forward belt geometries producing better kinematics than the rearward belt geometry. The worst kinematics for both ATDs occurred with the long cushion length and rearward lap belt geometry. The improvements in kinematics from shorter cushion length or more forward belt geometry are smaller than those provided by a booster seat. The results show potential benefits in occupant protection from shortening cushion length, particularly for children the size of the 10YO ATD.National Highway Traffic Safety Administrationhttp://deepblue.lib.umich.edu/bitstream/2027.42/90972/1/102859.pd

Developing parametric human models representing various vulnerable populations in motor vehicle crashes

Children, small female, elderly, and obese occupants are vulnerable populations and may sustain increased risk of death and serious injury in motor-vehicle crashes compared with mid-size young male occupants. Unfortunately, current injury assessment tools do not account for immature and growing body structures for children, nor the body shape and composition changes that are thought make female/aging/obese adults more vulnerable. The greatest opportunity to broaden crash protection to encompass all vehicle occupants lies in improved, parametric human models that can represent a wide range of human attributes. In this study, a novel approach to develop such models is proposed. The method includes 1) developing statistical skeleton and human body surface contour models based on medical images and body scan data using Mimics and a series of statistical methods, and 2) linking the statistical geometry model to a baseline human finite element (FE) model through an automated mesh morphing algorithm using radial basis functions, so that the FE model can represent population variability. Examples of using this approach to develop parametric pediatric head model, adult thorax and lower extremity models, and whole-body human models representing various populations were represented. The method proposed in this study enables future safety design optimizations targeting at various vulnerable populations that cannot be considered with current injury assessment tools.http://deepblue.lib.umich.edu/bitstream/2027.42/113667/1/103204.pdf-

Optimizing protection for rear seat occupants: assessing booster performance with realistic belt geometry using the Hybrid III 6YO ATD

A series of sled tests was conducted to examine the performance of booster seats under belt geometries representing the range found in the rear seats of current vehicles. Twelve tests were performed with the standard 6YO Hybrid III ATD and 29 tests were performed with a modified version of the 6YO ATD. The modified dummy has a pelvis with more realistic shape and flesh stiffness, a gel abdomen with biomechanically-based stiffness characteristics, and a custom neoprene jacket. Shoulder belt upper anchorage was set at the FMVSS No. 213 belt anchorage location and 64 mm inboard and outboard from this location. Lap belt anchorage locations were chosen to span the range of lap belt angles permitted under FMVSS 210, using the FMVSS No. 213 belt anchorage locations and forward belt anchorage locations that produce a much steeper lap belt angle. Four booster seats that provide a range of static belt fit were used. The ATDs were positioned using either the standard FMVSS No. 213 seating procedure or an alternate UMTRI procedure that produces postures closer to those of similar-size children. Kinematic results for the standard and modified dummies under the same test conditions were more similar than expected. The current version of the modified 6YO is less sensitive to lap belt geometry than the prototype version of the dummy. The seating procedure had a greater affect on kinematic results. The UMTRI seating procedure produced greater knee-head excursion differences and less forward torso rotation than the FMVSS No. 213 procedure. Shifting the shoulder belt upper anchorage 128 mm laterally produced minimal variations in kinematics for a given booster seat/lap belt condition, likely because the belt-routing features of the booster seats limited the differences in static shoulder belt score to less than 10 mm. Moving the lap belt geometry from rearward (shallow angle) to forward (steep angle) produced less desirable kinematics with all booster seats tested. The forward position of the lap belt anchorage allows greater forward translation of the booster and ATD before the belt engages the pelvis. Steeper belt angles are associated with better lap belt fit for children sitting without boosters, so designing rear seat belts for children who sit with and without boosters may involve a performance tradeoff.National Highway Traffic Safety Administrationhttp://deepblue.lib.umich.edu/bitstream/2027.42/90973/1/102860.pd

Development and validation of statistical models of femur geometry for use with parametric finite element models

Statistical models from a previous study that predict male and female femur geometry as functions of age, body mass index (BMI), and femur length were updated as part of an effort to develop lower-extremity finite element models with geometries that are parametric with subject characteristics. The process for updating these models involved extracting femur geometry from clinical CT scans of an additional 8 men and 36 women (previous models used CT scans from 62 men and 36 women for a new total of 70 men and 72 women), using all of the scans for fitting a template finite element femur mesh to the surface geometry of each patient, and then programmatically determining thickness at each nodal location. Principal component analysis was then performed on the thickness and geometry nodal coordinates, and linear regression models were developed to predict principal component scores as functions of age, BMI, and femur length. The results from the updated models were compared to the previous study, and the only improvement was in the R2 value for the female models (0.74 to 0.82). The largest differences between the original models and the previous models occurred in the ends of the femur, where the largest errors in model predictions occurred.National Highway Traffic Safety Administrationhttp://deepblue.lib.umich.edu/bitstream/2027.42/116208/1/103222.pdfDescription of 103222.pdf : Final repor

Characterizing Child Head Motions Relative to Vehicle Rear Seat Compartment in Motor Vehicle Crashes

Technical Report FinalImproved padding or other countermeasures in vehicle rear compartments could reduce the incidence of head trauma for child occupants. However, knowledge of likely child head impact locations for a range of crash scenarios is needed to determine which areas and structures should be padded and where a side curtain should be deployed to protect child occupants. The objective of this study is to use a scalable MAthematical DYnamic MOdels (MADYMO) model of a child occupant to estimate the distributions of possible head impact locations as a function of crash type, vehicle interior characteristics, and child size. To achieve this goal, a series of simulations using a scalable MADYMO child-ATD model was conducted. The geometries of the second-row compartment from 5 vehicles were recorded using a laser scanner to provide high-resolution data for assessing probable head contact zones. Distributions of lateral and longitudinal delta V were calculated as a function of PDOF using the NASS-CDS dataset to provide proper simulation conditions based on real-world crashes. Simulations of crashes ranging from pure frontal to pure side impact (9 o’clock to 3 o’clock) with child ATDs with and without backless boosters were conducted using UMTRI’s parametric child ATD model in MADYMO, UMTRI's child ATD positioning procedure, and UMTRI's automated belt-fit and crash simulation system. The simulation results were used to create a model of the spatial distribution of head trajectories based on child body size and crash direction. By combining the head motion model and the vehicle second-row geometry models, the likely head contact zones with respect to interior components were identified. The findings of this study provide a reference for future vehicle rear compartment design to reduce head injuries for older children.National Highway Traffic Safety Administrationhttps://deepblue.lib.umich.edu/bitstream/2027.42/154006/1/UMTRI-2012-20.pd