[{"data":1,"prerenderedAt":-1},["ShallowReactive",2],{"detail-sidebar-cat-1-en-105":3,"doc-seo-219749-105":53,"doc-detail-219749-en":127},{"code":4,"msg":5,"data":6},0,"success",[7,14,19,24,29,34,39,44,49],{"id":8,"doc_module":9,"doc_module_name":10,"category_name":11,"show_sort_weight":12,"slug":13},11,1,"Template","Presentations",90,"presentations",{"id":15,"doc_module":9,"doc_module_name":10,"category_name":16,"show_sort_weight":17,"slug":18},12,"Resumes",80,"resumes",{"id":20,"doc_module":9,"doc_module_name":10,"category_name":21,"show_sort_weight":22,"slug":23},14,"Invoices",70,"invoices",{"id":25,"doc_module":9,"doc_module_name":10,"category_name":26,"show_sort_weight":27,"slug":28},15,"Posters",60,"posters",{"id":30,"doc_module":9,"doc_module_name":10,"category_name":31,"show_sort_weight":32,"slug":33},16,"Social Media",50,"social-media",{"id":35,"doc_module":9,"doc_module_name":10,"category_name":36,"show_sort_weight":37,"slug":38},17,"Forms",40,"forms",{"id":40,"doc_module":9,"doc_module_name":10,"category_name":41,"show_sort_weight":42,"slug":43},18,"Letters",30,"letters",{"id":45,"doc_module":9,"doc_module_name":10,"category_name":46,"show_sort_weight":47,"slug":48},21,"Paper Templates",5,"papers-templates",{"id":50,"doc_module":9,"doc_module_name":10,"category_name":51,"show_sort_weight":4,"slug":52},158,"General","general-158",{"code":4,"msg":54,"data":55},"ok",{"site_id":56,"language":57,"slug":58,"title":59,"keywords":60,"description":61,"schema_data":62,"social_meta":120,"head_meta":122,"extra_data":124,"updated_unix":126},105,"en","developing-a-finite-element-soyuz-seat-environment-and-investigating-occupant-injury-metrics-for-acceleration-loading-across-spaceflight-vehicle-designs-abstract","Developing a Finite Element Soyuz Seat Environment and Investigating Occupant Injury Metrics for Acceleration Loading Across Spaceflight Vehicle Designs - Abstract","","Finite element modeling is used to explain why Soyuz landings have produced more injuries than predicted by existing models and to compare injury risk across capsule-type spacecraft. A finite element Soyuz seat model is developed from 3D scans and morphed to match seat geometry, then loaded with acceleration pulses from prior drop tests. Human body models are positioned in the seat and exercised through dynamic simulations to evaluate head, neck, spine, chest, pelvis, and extremity injury metrics, including effects from model complexity and restraint variables.",{"@graph":63,"@context":119},[64,80,102],{"@type":65,"itemListElement":66},"BreadcrumbList",[67,71,74,77],{"item":68,"name":69,"@type":70,"position":9},"https://docshare.wps.com","Home","ListItem",{"item":72,"name":10,"@type":70,"position":73},"https://docshare.wps.com/template/",2,{"item":75,"name":11,"@type":70,"position":76},"https://docshare.wps.com/template/presentations/",3,{"item":78,"name":59,"@type":70,"position":79},"https://docshare.wps.com/template/developing-a-finite-element-soyuz-seat-environment-and-investigating-occupant-injury-metrics-for-acceleration-loading-across-spaceflight-vehicle-designs-abstract/219749/",4,{"url":78,"name":59,"@type":81,"image":82,"author":87,"headline":59,"publisher":90,"fileFormat":93,"inLanguage":57,"description":61,"dateModified":94,"datePublished":95,"encodingFormat":93,"isAccessibleForFree":96,"interactionStatistic":97},"DigitalDocument",{"url":83,"@type":84,"width":85,"height":86},"https://docshare.wps.com/thumbnails/developing-a-finite-element-soyuz-seat-environment-and-investigating-occupant-injury-metrics-for-acceleration-loading-across-spaceflight-vehicle-designs-abstract/219749.png","ImageObject",442,249,{"name":88,"@type":89},"Mack Lee","Person",{"url":68,"name":91,"@type":92},"DocShare","Organization","application/vnd.openxmlformats-officedocument.wordprocessingml.document","2026-10-20","2026-09-08",true,{"@type":98,"interactionType":99,"userInteractionCount":101},"InteractionCounter",{"@type":100},"ViewAction",8,{"@type":103,"mainEntity":104},"FAQPage",[105,111,115],{"name":106,"@type":107,"acceptedAnswer":108},"Why is a new Soyuz seat finite element model needed?","Question",{"text":109,"@type":110},"Soyuz seat environment and loading had not been modeled in an extensible way, while finite element seat models existed for newer vehicles. A Soyuz seat model was necessary to enable comparisons of injury risk across seat types.","Answer",{"name":112,"@type":107,"acceptedAnswer":113},"How was the Soyuz seat and occupant model built for simulation?",{"text":114,"@type":110},"The Soyuz seat trainer and mockup were scanned, point clouds were processed into an STL surface, and seat inner geometry was meshed and morphed to match the TMA seat. Occupants based on Global Human Body Models Consortium 50th percentile male models were positioned and filled with tetrahedral foam elements, with foam and a plastic shell represented in the model.",{"name":116,"@type":107,"acceptedAnswer":117},"What kinds of loading and injury metrics were evaluated?",{"text":118,"@type":110},"Acceleration pulses from prior Soyuz airborne drop tests were applied (about 250 ms with 5–18 G peaks, and later 5–20 G with specified rise times). Injury metrics assessed head, neck, spine, chest, pelvis, and extremities, and differences were quantified across detailed vs simplified male models and across modern seat/restraint configurations.","https://schema.org",{"og:url":78,"og:type":121,"og:title":59,"og:site_name":91,"og:description":61},"article",{"robots":123,"canonical":78},"index,follow",{"doc_id":125,"site_id":56},219749,1791574192,{"code":4,"msg":5,"data":128},{"doc_id":125,"user_id":129,"nickname":88,"user_avatar":130,"doc_module":9,"category_id":8,"category_name":11,"doc_title":59,"doc_description":61,"doc_content":131,"file_id":132,"file_url":133,"file_type":134,"file_size":135,"view_count":101,"is_deleted":4,"is_public":9,"is_downloadable":9,"audit_status":9,"page_count":9,"language":136,"language_code":57,"site_id":56,"html_lang":57,"table_of_contents":137,"faqs":138,"seo_title":139,"seo_description":61,"update_tm":140,"read_time":4},1236954509970,"https://us-avatar.wpscdn.com/davatar_6f874abed73319feea01a86fa6f0fab8","DEVELOPING A FINITE ELEMENT SOYUZ SEAT ENVIRONMENT AND INVESTIGATING OCCUPANT INJURY METRICS FOR ACCELERATIVE LOADING ACROSS SPACEFLIGHT VEHICLE DESIGNS\nD. A. Jones1, L. E. Miller2, P. Greenhalgh3, F. S. Gayzik2, A. A. Weaver2, N. Newby3, J. T. Somers4, and J. D. Stitzel2\n1Elemance LLC, Clemmons, NC (derek.jones@elemance.com), 2Wake Forest School of Medicine, Winston-Salem, NC (jstitzel@wakehealth.edu), 3KBR, Houston, TX, and 4NASA, Houston, TX\nBACKGROUND\nLandings in the Soyuz vehicle have generated more injuries than models have predicted, and the reason for this remains unknown. Presently, 3 new capsule-type spacecraft—the Orion, the SpaceX Dragon2, and the Boeing CST-100—are in various stages of development. To better understand the injury risk to Soyuz crewmembers, and to mitigate risk of future injuries onboard the new vehicles, we conducted a finite element (FE) modeling effort. At the outset of this study, previously developed FE models were available for the seats in the 3 new vehicles, whereas the Soyuz environment had not been modeled in an extensible manner. Thus, a model of the Soyuz seat was necessary to facilitate comparisons of all seat types.\nAIMS\nThe study has 2 mains: (1) Identify expected injury risks associated with nominal and off-nominal landing scenarios in the Soyuz, and quantify differences in injury risk predicted by different human body models of varying complexity. (2) Examine differences in injury risk to crews of Soyuz and modern vehicles as it relates to seat and restraint design and loading combinations.\nMETHODS\nThe Soyuz seat trainer and mockup were scanned at Johnson Space Center using a Faro Freestyle 3D X scanner. The point cloud was cleaned using Scene Process 6 software, and then imported into Meshlab to develop an STL surface. The inner surface of the seat was meshed from the Soyuz TM seat and then morphed to match the dimensions of the Soyuz TMA seat. The brackets and mounting points were meshed from the scans of the in-mockup TMA seats. Models of the Global Human Body Models Consortium 50th percentile male (detailed [M50-O] and simplified [M50-OS]) were then positioned in the approximate position of a Soyuz occupant using a combination of Oasys Primer and LS-Dyna simulation. The void between the occupant and the seat back was then filled with tetrahedral elements, representing the foam pouring process used in the seat construction. The material properties of foam used in NASCAR (National Association for Stock Car Auto Racing) seats were assigned to the model. Finally, a hard, plastic shell was included on the surface of the molded foam, which was modeled as a 2D shell coating on the surface of the foam. Acceleration pulses from previously conducted airborne drop tests of the Soyuz vehicle were then applied to the model (n=4; ~250 ms durations, 5-18 G peak accelerations). Injuries to the head, neck, spine, chest, pelvis, and extremities were assessed using established metrics. Differences in response between the simplified and detailed male models were quantified.\nThe M50-OS was then positioned into the models of the 3 modern seats and belted appropriately. The occupant model was then exercised through 75 simulations per seat (4 seats x 75 pulses = 300 simulations), with acceleration pulses generated using a Latin Hypercube Design of experiments. The acceleration profiles ranged from 5 to 20 G, with rise times ranging from 32.8 to 122.1 ms. After simulation, matched comparisons were conducted across seat model to assess injury metric differences attributable to restraint-system variables.\nRESULTS\nAn FE model of the Soyuz seat for use in dynamic simulations with various occupants was delivered to NASA. Simulation results are currently being processed. We will quantify the effect of the complexity of the human body model on injury risk results in simulated real-world drop tests. We expect a significant difference in injury risk between the models simulated in a Soyuz seat and those simulat","cbCaiauTYK7JZe6d","https://ap.wps.com/l/cbCaiauTYK7JZe6d","docx",39369,"English","# Background\n## Aims\n## Methods\n## Results","[{\"question\":\"Why is a new Soyuz seat finite element model needed?\",\"answer\":\"Soyuz seat environment and loading had not been modeled in an extensible way, while finite element seat models existed for newer vehicles. A Soyuz seat model was necessary to enable comparisons of injury risk across seat types.\"},{\"question\":\"How was the Soyuz seat and occupant model built for simulation?\",\"answer\":\"The Soyuz seat trainer and mockup were scanned, point clouds were processed into an STL surface, and seat inner geometry was meshed and morphed to match the TMA seat. Occupants based on Global Human Body Models Consortium 50th percentile male models were positioned and filled with tetrahedral foam elements, with foam and a plastic shell represented in the model.\"},{\"question\":\"What kinds of loading and injury metrics were evaluated?\",\"answer\":\"Acceleration pulses from prior Soyuz airborne drop tests were applied (about 250 ms with 5–18 G peaks, and later 5–20 G with specified rise times). Injury metrics assessed head, neck, spine, chest, pelvis, and extremities, and differences were quantified across detailed vs simplified male models and across modern seat/restraint configurations.\"}]","Developing a Finite Element Soyuz Seat Environment and Investigating Occupant Injury Metrics for Acceleration Loading Across Spaceflight Vehicle Designs - Abstract | DOCX",1788889914]