Over the last few decades, the susceptibility of integrated circuits to electrostatic discharge (ESD) induced damages has justified the use of dedicated on-chip protection circuits. Design of robust protection circuits remains a challenging task because ESD failure mechanisms have become more acute as device dimensions continue to shrink. A lack of understanding of the ESD phenomena coupled with the increased sensitivity of smaller devices and time-to-market demands has led to a trial-and-error approach to ESD-protected circuit design. Improved analysis capabilities and a systematic design approach are essential to accomplish the challenging task of providing adequate protection to core circuit(s). The design of ESD protection circuitry for RFIC's has been relatively slow to evolve, compared to their digital counterparts, and is now emerging as a new design challenge in RF and high-speed mixed-signal IC development. Sub-circuits which are not embedded in a single System-on-Chip (SOC), such as RF Power amplifiers (PAs), are of particular concern as they are more susceptible to the various ESD events. This thesis presents the development of integrated ESD protection circuitry for two RFIC Power Amplifier designs. A prototype PA for 2.4 GHz Wireless Local Area Network (WLAN) applications was redesigned to provide protection to the RF input and the PA Control pins. A relatively new technique known as the L-C tank approach was used to protect the RFinput while a standard diode ring approach was used to protect the control line. The protection techniques studied were subsequently extended to a completely protected three-stage PA targeting 1.9 GHz Digitally Enhanced Cordless Telephone (DECT) applications. An on-chip shunt-L-series-C input matching network was used to provide ESD protection to the input pin of the DECT PA. A much more area efficient (as compared to the diode ring technique) Zener diode approach was used to protect the control and signal lines. The PA's RF performance was virtually unaffected by the addition of the protection circuits. Both PAs were designed in a commercially available 0.5 ìm SiGe-HBT process. The partially protected WLAN PA was fabricated and packaged in a 3mm x 3mm Fine Pitch Quad Flat Package FQFP-N 12 Lead package and had a measured ESD protection rating of ± 1kV standard Human Body Model (HBM) ESD test. The simulated DECT PA demonstrated +1.5kV/-4kV HBM performance. / Master of Science

Whiplash is a neck injury caused by the sudden differential movement between the head and torso. Whiplash injuries are most commonly reported as a consequence of rear impacts in car accidents. They are regarded as minor injuries, but can still lead to long-term disablement and discomfort in the neck. Whiplash injuries can be mitigated by better car seat designs. For this purpose, head restraint geometry must be improved first, and then the dynamic performance of the whole seat must be assessed at all crash seventies. A biofidelic human-body model is a key requirement in designing whiplash mitigating car seats. This thesis presents the development of a 50th percentile male multi-body human model and several energy absorbing car seat designs. The human-body model is specifically designed for rear impact and validated using the responses of seven volunteers from Japanese Automobile Research Institute (JARI) sled tests, which were performed at an impact speed of 8 kph with a rigid seat and without head restraint and seat belt. A generic multi-body car seat model is also developed to implement various seatback and recliner properties, anti-whiplash devices (A WDs) and head restraints. Using the same driving posture and the rigid seat in the JARI sled tests as the basic configuration, several anti-whiplash seats are designed to allow different types of motion for the seatback and seat-pan. The major findings of this research are: -The human-body model simulates the effects of muscle contraction and its overall response is superior in comparison to the currently used models and dummies. -A criterion called the S-shape index (SSI) is developed based on the intervertebral angles of the upper and lower cervical spine. -The car seat design concepts are able to control and use crash energy effectively with the aid of anti-whiplash devices for a wide range of crash seventies. -In order to reduce whiplash injury risk, this study advocates energy absorbing car seats which can also provide head restraint contact as early as possible.

Finite element human body models have in recent years become widely used in the area of vehicle safety evaluations. They make it possible to predict injury risk in specific areas, down to the organ level in the human body. An existing human body model, SAFER HBM includes a rib cage representing an average male. However, humans have a large variability in rib geometry and material properties leading to uncertainties in non-linear phenomena such as rib fracture risk. Hence, it cannot be known if predictions based on an average male representation are applicable to other similar individuals. In simulation studies with the SAFER HBM, rib cortical bone thickness, rib cross-sectional width, and rib cortical bone material properties have been identified as the most influential for the magnitude of rib strains and thus, they have a large influence on the strain-based rib fracture risk. This means that the predicted injury outcome is sensitive to the particular rib properties of an individual, and in a real-world scenario, a distribution of injury outcomes is expected across a population. Knowledge of the injury risk distribution can aid vehicle designers in developing safer vehicles. This distribution can be found through repeated human body model simulations with various rib properties, but due to the lengthy simulation times, this is not feasible. This thesis aims to predict human body model rib strain histories, given variations in the three biomechanical parameters, rib cortical bone thickness, rib cross-section width and rib cortical bone material with the help of graph neural networks (GNNs) for both single and mixed impact scenarios. Several variations of GNNs were used and implemented with help of PyTorch and PyTorch Geometric. An extensive hyperparameter study was performed on a small part of one human body model rib, to find the optimal combinations of hyperparameters and GNNs. The data used in training and evaluation of the networks was generated in LS-DYNA with SAFER HBM v10 and post-processed in Meta post processor. To be able to generate many training examples, the HBM was subjected to a simplified impact scenario consisting of a pendulum impact to the chest. As final verification, the trained GNNs were applied to predict rib strains in a vehicle impact scenario. Evaluation of the GNNs' prediction accuracy on the whole rib cage for all impact scenarios was made by studying the root mean square error along with differences in predicted and actual peak strain, rib fracture risk, time the peak strain occurs and the euclidean distance between the locations within the rib of real and predicted peak strains. The results showed that it is possible to accurately predict strain histories. Further, a multilayer perceptron (MLP) model consistently achieved the lowest errors in all measurements for mixed impacts. However, the trained model produced slightly unexpected errors for test data extracted from vehicle simulations compared to simplified simulations. This is an indication that retraining the model on data from vehicle simulations may be necessary. In conclusion, this thesis has shown the possibility to predict strain histories from a SAFER HBM rib cage extracted from simplified simulations and simulations including the full vehicle model, the SAFER HBM and all safety systems, to investigate the effects of human variability in the rib cage.

A finite element human body model (FE HBM) is a detailed virtual model of the human body that, for example, is used for simulating traffic accidents. A problem with HBMs is that there is no simple way to position the HBMs in non-standard positions. As different postures during an impact will affect the body in different ways it is vital to have the ability to position the HBMs. In this project it was investigated if it is possible to position a HBM from THUMS, by first positioning only the skin and skeleton, as control points, in the 3D-graphics program Blender. Thereafter a radial basis function interpolation is utilised to morph the rest of the HBM into the new position. The results indicate that in theory, it is possible to position a HBM using a 3D-graphics software. However, the method developed in this project resulted in a disfigurement of the morphed model. The disfigurement is possibly due to the change in distance between the skin and skeleton when positioning those body parts in Blender. / En finit element människokroppsmodell (FE HBM) är en detaljerad virtuell modell av människokroppen som exempelvis används för att simulera trafikolyckor. Ett problem med HBM:er är att det inte finns något enkelt sätt att positionera dem i annat än standardpositioner. Eftersom olika kroppsställningar påverkar kroppen på olika sätt under en kollision är det viktigt att ha möjlighet att kunna positionera en HBM. I detta projekt undersöktes om det är möjligt att positionera en HBM från THUMS, genom att först positionera endast huden och skelettet, som kontrollpunkter, i 3D-grafikprogrammet Blender. Därefter användes en radiell basfunktionsinterpolation för att flytta resten av HBM till den nya positionen. Resultaten indikerar att det är möjligt att positionera en HBM med hjälp av ett 3D-grafikprogram. Metoden som utvecklades i detta projekt resulterade dock i en deformering av den positionerade modellen. Deformeringen beror möjligen på att avståndet mellan hud och skelett ändrades vid positioneringen av dessa kroppsdelar i Blender.

This thesis work comprises the working and simulation procedures being involved in simulating motion capture data in AnyBody Modeling System. The motion capture data used in this thesis are ballet movements from dancers of Östgöta ballet and dance academy. The ballet movements taken into consideration are the arabesque on demi-pointe and pirouette. The arabesque on demi-pointe was performed by two dancers but the pirouette is performed by only one dancer. The method involved recording ballet movements by placing markers on the dancer's body and using this motion capture data as input to AnyBody Modeling System to create a musculoskeletal simulation. The musculoskeletal modeling involved creating a very own Qualisys marker protocol for the markers placed on the ballet dancers. Then implementing the marker protocol onto a human model in AnyBody Modeling System by making use of the AnyBody Managed Modeling Repository (TM) and obtain the kinematics from the motion capture. To best fit the human model to the dancer's anthropometry, scaling of the human model is done, environmental conditions such as the force plates are provided. An optimization algorithm is conducted for the marker positions to best fit the dancer's anthropometry by running parameter identification. From the kinematics of the motion capture data, we simulate the inverse dynamics in AnyBody Modeling System. The simulations explain a lot of parameters that describe the ballet dancers. Results such as the center of mass, the center of pressure, muscle activation, topple angle are presented and discussed. Moreover, we compare the models of the dancers and draw conclusions about body balance, effort level, and muscles activated during the ballet movements.

Traffic accidents are the second leading cause of child fatality among children younger than 15 years of age. In the course of 10 years, the implementation of child restraint systems has decreased child fatality in traffic accidents with 50%, for children younger than 15 years. To gain an understanding of the kinematics and injury mechanisms of children in cars, finite element based human body models, representing higher biofidelity compared to crash test dummies, are developed. An FP7 European project, PIPER, developed a child HBM with an associated framework for scaling, morphing and positioning. The PIPER child HBM is scalable between the ages of 1.5-6YO, with scalable anthropometrics. This makes the PIPER child HBM, a powerful tool for analyzing children in vehicles.  There are insufficient analyses conducted with the PIPER child HBM, due to its recent release. The purpose is thus to study the robustness of the HBM and its sensitivity to variation of lap belts by conducting a parametric study. Injury analysis and its sensitivity to lap belt variations were in addition studied in terms of kinematics by the study of submarining, the pelvic interaction with the lap belt, and the study of injuries related to the skull, brain, kidneys and liver. A full frontal crash simulation of a 6YO PIPER child HBM, with anthropometrics, covering the 50th percentile, have been investigated. The 6YO PIPER child HBM was seated with no booster, Volvo booster cushion and Volvo highback booster, with variations of the lap belt. The hip interactions and the submarining response of the 6YO PIPER child HBM were studied, by the study of the lap belt interactions with the pelvis and abdominal organs. The abdominal organs were related to the liver and kidneys, and compared to published threshold values.  This study showed that the overall robustness of the model was questionable. With respect to kinematics, the model indicated higher robustness, however, when conducted the crash simulations with the 6YO PIPER child HBM, it was concluded that the robustness was low due to repeated premature terminations. The 6YO PIPER child HBM revealed repeated errors such as, mesh distortions, negative volume and shooting nodes. When studying the sensitivity of the 6YO PIPER child HBM, when varying the lap belt angles, as well as changing the type of boosters in addition to vehicle anchorage positions, it could be seen that the 6YO PIPER child HBM was able to capture variations with respect to lap belt positioning. Hence, the model seems to be capable of providing relevant information regarding sensitivity for lap belt variations from the kinematic perspective, in terms of being able to capture kinematic o↵set, submarining and pelvis interaction with the lap belt. However, with respect to predicted abdominal injuries and head injuries, the sensitivity was not as distinct. Some limitations were observed in which the 6YO PIPER child HBM indicated unrealistic predicted injuries related to the head, which was associated with excessive movement of the 6YO PIPER child HBM. / Trafikolyckor är den näst vanligaste orsaken till barndödlighet i världen bland barn yngre än 15 år. Inom loppet av 10 år har användning av bilbarnstolar i fordon minskat barndödligheten med 50% hos barn under 15 år. För att få en ökad förståelse om barn i bilar framtogs finita element humanmodeller som har en detaljerad anatomi samt responser liknande till människan. Ett FP7 finansierat europeiskt projekt, PIPER, skapade en barnhumanmodell med en tillhörande programvara som används för skalning, förvandling, och positionering av barnhumanmodellen. Humanmodellen är skalbar för åldrarna 1.5 år upp till 6 år, med olika antropometriska värden. Detta gör att PIPER barnhumanmodellen är ett kraftfullt verktyg att använda sig av för att studera barn i bilar. Då PIPER barnhumanmodell lanserades nyligen, finns det i dagsläget bristfällig information om humanmodellen och programmet. Syftet var därmed att undersöka hur robust modellen var samt hur dess känslighet var mot variationer av höftbältet genom en parameterstudie. Skadors känslighet studerades dessutom mot variationer av höftbältet genom att studera kinematiken i form av underglidning och höftens interaktion med höftbältet. Dessutom studerades känsligheten på skador relaterade till skallen, levern och njurarna. I denna studie har en frontalkrock med en 6 årig PIPER barnhumanmodell med antropometriska värden, som innefattar 50:e percentilen, undersökts. Den 6åriga PIPER barnhumanmodellen var placerad utan bilbarnstol, på en Volvo bälteskudde och på en Volvo bältesstol, där höftbältet sedan varierades. Höftens interaktion och PIPER barnhumanmodellens respons för variationer i höftbälte studerades. Interaktionerna med höften och bukorganen var relaterade till skador på levern och njurarna genom att jämföra med publicerad data. Denna studie påvisade att den generella robustheten av modellen kunde ifrågasättas. Modellen hade ändock högre robusthet med hänsyn på kinematiken, men på grund av de upprepande felen vid simuleringarna, kunde man konstatera att robustheten på den 6åriga PIPER barnhumanmodellen var låg. När höftbältet varierades, både när bilbarnstol varierades såväl som vinkel på höftbälte, kunde man konstatera att den 6åriga PIPER barnhumanmodellen kunde fånga skillnaderna med hänsyn på höftbältets vinkel. Modellen var dessutom kapabel till att fånga känsligheten från det kinematiska perspektivet i form av kinematisk förskjutning, underglidningen samt höftens interaktion med höftbältet. Modellen påvisade däremot ingen distinkt känslighet med hänsyn på skador relaterade till bukorganen samt huvudet. Några begränsningar observerades där den 6åriga PIPER barnhumanmodellen indikerade orealistiska skador på huvudet, som var relaterade till modellens överrörlighet. / FFI, Assessment of Passenger Safety in Future Cars

The European New Car Assessment Programme (Euro NCAP) performs several different tests to evaluate vehicles and rate their safety. Some of these tests are subsystem tests made to mimic different body parts of a pedestrian in an interaction with a vehicle. However, some criticism to the test method for the upper leg has been presented, stating that there is a discrepancy between this test method and a real-life interaction. Therefore, a modified test method for the upper leg has been proposed. The aim of this thesis was to evaluate the upper leg test method used today by Euro NCAP, and compare it with the proposed modified test method as well as to computer simulations with a Human Body Model (HBM). The evaluation was performed by comparing different parameters obtained in the two test methods. These have also been compared to computer simulations using a HBM in interaction with a passenger vehicle model. Prior to the evaluation of the test methods, the HBM was positioned into different stances to mimic postures in the human walking cycle. The vehicle model was positioned at four different heights, and three different impact points along the bonnet were used. The results showed that the different methods had their own advantages for some parameters. However, no general conclusion of which method showed the closest correlation to the HBM reference simulations could be determined. / European New Car Assessment Programme (Euro NCAP) utför flera olika tester för att utvärdera fordon och betygsätta deras säkerhet. Några av dessa tester sker med delsystem skapade för att efterlikna olika kroppsdelar hos en fotgängare i en kollision med ett fordon. Viss kritik har dock riktats mot testmetoden för lårben och höft, då studier visat att det finns en skillnad mellan testmetoden och en verklig kollision. En modifierad testmetod för lårbenet och höften har därför föreslagits. Syftet med detta examensarbete har varit att utvärdera testmetoden för lårben och höft, som idag används av Euro NCAP, och jämföra den med den föreslagna modifierade testmetoden men även datorsimuleringar med en humanmodell. Utvärderingen har genomförts genom att jämföra olika parametrar som erhållits från de två testmetoderna. Dessa parametrar har även jämförts med datorsimuleringar av fotgängarkollisioner med en humanmodell och en bilmodell. Humanmodellen positionerades i olika kroppsställningar innan utvärderingen av testmetoderna genomfördes. Detta för att efterlikna verkliga positioner i en mänsklig gångcykel. Bilmodellen positionerades vid fyra olika höjder och tre träffpunkter längs motorhuven användes. Resultaten visade att båda metoderna hade fördelar gentemot varandra för vissa parametrar. Ingen generell slutsats kunde dock dras om vilken metod som visade närmast korrelation till referenssimuleringarna med humanmodellen.

Collision avoidance systems have become an integrated part of modern vehicles and aim to avoid accidents or mitigate the crash severity for the occupant. For example, the autonomous emergency braking system influences the pre-crash state of the occupant in sitting posture, stress state, or velocity. The occupant might try to retain its posture by activating muscles, which induce muscle bracing and could counteract the movement of the occupant in the pre-crash phase.  Therefore, it is essential to study the influence of active musculature on occupant response in pre-crash and crash events. A finite element human body model (HBM) with and without closed-loop muscle activation control was used to simulate the occupant response during those events. Comparing the HBM responses & head kinematics reveal an influence of muscle bracing in the evasive braking manoeuvre. Simulating the pre-crash and in-crash phase in two stages can provide multiple benefits. However, the correlation between a single-stage simulation (baseline) and a two-stage simulation needs to be investigated. The baseline simulation uses an active HBM to model an occupant during an evasive braking manoeuvre and the muscles are deactivated when entering the frontal impact phase. The parameters of the final pre-crash state, which are needed to mimic the baseline’s response when transitioning from the pre-crash to the in-crash event are investigated in this study. For that reason, sitting position, stress state and velocity are transferred respectively to the initial passive in-crash HBM state. The simulations enabled the comparison of occupant response and calculation of cross-correlation. Each retainment strategy gave a good cross-correlation with the baseline simulation. / Kollisionsundvikande system har blivit en viktig del i moderna fordon där syftet är att undvika olyckor samt att minska allvarhetsgraden av olyckor för de åkande. Ett exempel är nödbromssystem som kan påverka den åkandes initiala tillstånd direkt före en krock som, till exempel, sittposition, spänningstillstånd, eller initial hastighet inför krock. Den åkande kan försöka att bibehålla sin hållning genom att aktivera sina muskler vilket påverkar rörelsen av dess kropp under för-krocks fasen. Det är därför viktigt att studera hur aktiva muskler påverkar rörelsen av kroppen hos den åkande under både före krocksfasen och själva krockfasen. En finit element humanmodell (HBM) med och utan reglerad muskelaktivitet används för att prediktera responsen hos den åkande i båda faserna. En jämförelse mellan simuleringarna visar att aktiva muskler kan påverka åkandekinematiken under bromsningsförloppet. Att simulera fasen före krock och fasen under krock i två steg kan medföra flera fördelar. Korrelationen mellan en enkelstegssimulering (originalsimulering) och en tvåstegssimulering måste dock studeras. Som originalsimulering används en aktiv HBM för att modellera den åkande under för-krocksfasen där den reglerade muskelaktiviteten inaktiveras under krockfasen. I denna studie undersöks den åkandes initiala tillstånd före krocken som behövs för att efterlikna originalsimulerings respons vid övergången från för-krocksfasen till krockfasen. Av den anledningen mappas det passiva HBM-tillståndet till det slutliga tillståndet av före krocksfasen för sittposition, spänningstillstånd respektive hastighet. Simuleringarna möjliggjorde en jämförelse av åkande respons och beräkning av korskorrelation. Varje mappningsstrategi gav en bra korskorrelation med originalsimuleringen.

Nous présentons dans cette thèse les évolutions apportées au solveur Galerkin Discontinu Teta-CLAC, issu de la collaboration IRMA-AxesSim, au cours du projet HOROCH (2015-2018). Ce solveur permet de résoudre les équations de Maxwell en 3D, en parallèle sur un grand nombre d'accélérateurs OpenCL. L'objectif du projet HOROCH était d'effectuer des simulations de grande envergure sur un modèle numérique complet de corps humain. Ce modèle comporte 24 millions de mailles hexaédriques pour des calculs dans la bande de fréquences des objets connectés allant de 1 à 3 GHz (Bluetooth). Les applications sont nombreuses : téléphonie et accessoires, sport (maillots connectés), médecine (sondes : gélules, patchs), etc. Les évolutions ainsi apportées comprennent, entre autres : l'optimisation des kernels OpenCL à destination des CPU dans le but d'utiliser au mieux les architectures hybrides ; l'expérimentation du runtime StarPU ; le design d'un schéma d'intégration à pas de temps local ; et bon nombre d'optimisations permettant au solveur de traiter des simulations de plusieurs millions de mailles. / In this thesis, we present the evolutions made to the Discontinuous Galerkin solver Teta-CLAC – resulting from the IRMA-AxesSim collaboration – during the HOROCH project (2015-2018). This solver allows to solve the Maxwell equations in 3D and in parallel on a large amount of OpenCL accelerators. The goal of the HOROCH project was to perform large-scale simulations on a complete digital human body model. This model is composed of 24 million hexahedral cells in order to perform calculations in the frequency band of connected objects going from 1 to 3 GHz (Bluetooth). The applications are numerous: telephony and accessories, sport (connected shirts), medicine (probes: capsules, patches), etc. The changes thus made include, among others: optimization of OpenCL kernels for CPUs in order to make the best use of hybrid architectures; StarPU runtime experimentation; the design of an integration scheme using local time steps; and many optimizations allowing the solver to process simulations of several millions of cells.

Depuis plusieurs décennies, l’évaluation des armes à létalité réduite (ALR) et des gilets pare-balles suscite l’intérêt majeur des forces de l’ordre autour du globe. En effet, ces armes présumées à létalité réduite ou non létales sont tenues d’occasionner uniquement une douleur suffisamment importante à un individu afin d’assurer sa neutralisation. Les gilets pare-balles, quant à eux, doivent garantir un certain niveau de protection pour réduire le risque de traumatismes lié à leur déformation dynamique. Le Centre de Recherche, d’Expertise et d’appui Logistique (CREL) du Ministère de l’Intérieur français a ainsi pour objectif le développement d’un outil de prédiction du risque lésionnel thoracique lors d’impacts balistiques non pénétrants. Cela permettrait alors d’évaluer les performances des ALR et des gilets pare-balles avant leur déploiement en théâtre d’opérations. Plus précisément, cette méthode doit uniquement être fondée sur la mesure directe du processus dynamique de déformation d’un bloc de gel synthétique soumis à un impact balistique. Pour répondre à ce besoin, l’approche numérique est considérée dans ces travaux de thèse par l’emploi du mannequin numérique du thorax humain HUByx comme un outil intermédiaire permettant la détermination de fonctions de transfert entre les mesures expérimentales sur un bloc de gel et le risque lésionnel. La reproduction de conditions d’impact réelles sur HUByx nécessite la caractérisation et la modélisation de projectiles ALR ainsi que de projectiles d’armes à feu et de gilets pare-balles. Elles reposent sur une procédure d’identification par méthode inverse appliquée à l’essai de Taylor pour la modélisation des ALR et à l’essai du cône dynamique d’enfoncement sur le bloc de gel pour celle du couple projectile/gilet pare-balles. Des travaux sont dédiés à la caractérisation mécanique et à la modélisation du gel synthétique sous sollicitations dynamiques. Enfin, une approche statistique basée sur des analyses de corrélation est introduite exploitant à la fois les mesures expérimentales, les données numériques ainsi que les rapports de cas de la littérature. Une cartographie du thorax associée au risque de fractures costales est établie et est uniquement fonction d’une mesure expérimentale. / For decades, the assessment of less-lethal weapons (LLW) and bulletproof vests has generated major interest from law enforcement agencies around the world. Indeed, these presumed less-lethal or non-lethal weapons are required to cause only significant pain to an individual to ensure their neutralization. Bulletproof vests, in turn, must provide a certain level of protection to reduce the risk of trauma related to their dynamic deformation. The Center for Research, Expertise and Logistics Support (CREL) of the French Ministry of the Interior aims to develop a tool to predict thoracic injury risk during non-penetrating ballistic impacts. It would therefore be possible to evaluate the performance of LLW and bulletproof vests before their deployment in operations. More precisely, this method must only be based on the direct measurement of the dynamic process of deformation of a synthetic gel block subjected to a ballistic impact. To address that issue, the numerical approach is considered in this thesis by the use of the human thorax dummy HUByx as an intermediate tool for the determination of transfer functions between experimental metrics on a gel block and the risk of injury. The reproduction of real impact conditions on HUByx thus requires the characterization and modeling of less-lethal projectiles as well as projectiles of firearms and bulletproof vests. They rely on an inverse method identification procedure applied to the Taylor test for modeling LLW and on the analysis of blunt impacts on the gel block for projectiles/bulletproof vests. Work is then dedicated to the mechanical characterization and modeling of the synthetic gel under dynamic loadings. Finally, a statistical approach based on correlation analyses is introduced using both experimental measurements, numerical data as well as case reports from the literature. A thorax mapping associated with the risk of rib fractures is established and only depends on an experimental metric.