In-wheel motors offer a promising solution for novel drivetrain architectures of future electric vehicles that could penetrate into the automotive industry by transferring the drive directly inside the wheels. The available literature mainly deals with the optimization of electromagnetically active parts; however, the mechanical design of electromagnetically passive parts that indirectly influence motor performance also require detailed analysis and extensive validation. To meet the optimal performance of an in-wheel motor, the mechanical design requires optimization of housing elements, thermal management, mechanical tolerancing and hub bearing selection. All of the mentioned factors have an indirect influence on the electromagnetic performance of the IWM and sustainability; therefore, the following paper identifies the hub bearing as a critical component for the in-wheel motor application. Acting loads are reviewed and their effect on component deformation is studied via analytically and numerically determined stiffness as well as later validated by measurements on the component and assembly level to ensure deformation envelope and functionality within a wide range of operations.

Cervical spine ligaments that protect the spinal cord and stabilize the spine are frequently injured in motor vehicle collisions and other traumatic situations. These injuries are usually incomplete, and often difficult to notice. The focus of the presented study is placed on analysis of the effect of subfailure load on the mechanical response of the three main cervical spine ligaments: the anterior and the posterior longitudinal ligament and the ligamentum flavum. A total of 115 samples of human cadaveric ligaments removed within 24-48 h after death have been tested. Uniaxial tension tests along the fiber direction were performed in physiological conditions on a custom designed test equipment. The ligaments were loaded into an expected damage zone at two different subfailure values (based on previously reported reference group of 46 samples), and then reloaded to failure. The main effect of a high subfailure load has proven to be the toe elongation change. The toe elongation increase is affected by the subfailure load value. While anterior and posterior longitudinal ligament showed similar changes, the smallest subfailure effect was found in ligamentum flavum. The normal physiological region of the cervical spine ligaments mechanical response is modified by a high subfailure load. The observed ligament injury significantly compromises ligament ability to give tensile support within physiological spinal motion.

Gravel-filled arrester beds, also called safety-escape ramps or vehicle run-out areas, have long been a road-safety feature for safely stopping heavy road vehicles from running off the road. In the recent past, there has been consideration given to installing these features on highway access ramps to provide safe areas to stop passenger cars driving at highway speeds. The work presented in this article was performed to investigate the behaviour of standard-size passenger cars on gravel-filled arrester beds, with a particular focus on the achievable vehicle decelerations and the ability of the arrester beds to safely stop a passenger car coasting in an uncontrolled manner. The findings show that the achievable average decelerations are in the range of 0.3 g for coasting vehicles and up to 0.9 g when the vehicles are braking. The results prove that more research is required to quantify the influence of the gravel parameters on the achievable decelerations.

The aim of the presented study was to estimate the material properties of human patellar ligaments from the elderly population by means of tensile tests. The experimental part was conducted on a custom tensile-testing device, with a built-in enclosure to simulate in-vivo conditions, using 25 (15 female, 10 male) bone-ligament-bone samples from elderly (age 83 (8)) human donors. During the tensile tests, the resultant force and displacement of the sample attachments were recorded. With this data and the values of the initial length and the initial cross-sectional area of the samples, the engineering stress and strain, the Young's modulus and the toughness at rupture were calculated for each sample. The results were then averaged and presented for all the samples together and for the female and male populations separately. The measured Young's modulus and the failure stress values were found to be significantly higher for the female samples compared to the male (p < 0.05). All the other measured properties did not show a significant difference. The toe region's material properties for the patellar ligament were also presented as valuable information for the anterior cruciate ligament reconstruction. The tensile-test results were compared to other research carried on human patellar ligaments using samples from younger donors. The comparison showed that the samples from the elderly population exhibit lower values of strain at the end of the toe region and have a lower failure strain for the patellar ligament. The Young's modulus and the failure stress of the samples in this study were in the range of other research conducted on patellar ligaments.

The cervical spine ligaments, including the anterior longitudinal ligament (ALL) and posterior longitudinal ligament (PLL), play a key role in maintaining spinal stability by limiting excessive movements. This study investigates how ageing affects the mechanical properties of these ligaments. We analysed 33 samples from 12 human cervical spines (15 ALL, 18 PLL), averaging data from the same donors for independent analysis, resulting in 18 final samples (8 ALL, 10 PLL). To explore age-related changes, we classified the samples into two groups—below and above 50 years old—aligning with the peak incidence of major musculoskeletal disorders. The investigation concentrated on the effects of age on four mechanical parameters of the uniaxial stress–stretch curve: initial tangent stiffness ($E_0$), maximum tangent stiffness ($E_m$), ultimate stress ($P_u$) and ultimate stretch (${\lambda }_u$). When the age effect is neglected, then the behaviours of both the ALL and PLL appeared similar. However, when introducing age as a variable into the context of the ALL and PLL, statistically significant differences became evident. The findings underscored a reduction in maximum tangent stiffness (p-value = 0.0147), ultimate stress (p-value = 0.0009), and ultimate stretch (p-value = 0.0024) when the ALL and PLL were grouped under and above 50 years as a consequence of ageing.