<?xml version="1.0" encoding="ISO-8859-1"?><article xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink" xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance">
<front>
<journal-meta>
<journal-id>1405-7743</journal-id>
<journal-title><![CDATA[Ingeniería, investigación y tecnología]]></journal-title>
<abbrev-journal-title><![CDATA[Ing. invest. y tecnol.]]></abbrev-journal-title>
<issn>1405-7743</issn>
<publisher>
<publisher-name><![CDATA[Universidad Nacional Autónoma de México, Facultad de Ingeniería]]></publisher-name>
</publisher>
</journal-meta>
<article-meta>
<article-id>S1405-77432025000100001</article-id>
<article-id pub-id-type="doi">10.22201/fi.25940732e.2025.26.1.001</article-id>
<title-group>
<article-title xml:lang="en"><![CDATA[Optimization of helmet shell thickness for motorcycle safety]]></article-title>
<article-title xml:lang="es"><![CDATA[Optimización de diseño de carcasa de casco para para la seguridad de las motocicletas]]></article-title>
</title-group>
<contrib-group>
<contrib contrib-type="author">
<name>
<surname><![CDATA[Cruz-Jaramillo]]></surname>
<given-names><![CDATA[Iván Lenín]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
<contrib contrib-type="author">
<name>
<surname><![CDATA[Samano-Guadarrama]]></surname>
<given-names><![CDATA[Víctor Leonardo]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
<contrib contrib-type="author">
<name>
<surname><![CDATA[Piña-Díaz]]></surname>
<given-names><![CDATA[Armando Josué]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
</contrib-group>
<aff id="Af1">
<institution><![CDATA[,Tecnológico de Estudios Superiores de Tianguistenco Departamento de Investigación y Desarrollo Tecnológico ]]></institution>
<addr-line><![CDATA[ ]]></addr-line>
<country>Mexico</country>
</aff>
<aff id="Af2">
<institution><![CDATA[,Tecnológico de Estudios Superiores de Tianguistenco Departamento de Investigación y Desarrollo Tecnológico ]]></institution>
<addr-line><![CDATA[ ]]></addr-line>
<country>Mexico</country>
</aff>
<aff id="Af3">
<institution><![CDATA[,Instituto Politécnico Nacional Escuela Superior de Ingeniería Mecánica y Eléctrica Unidad Zacatenco Departamento de Ingeniería en Control y Automatización]]></institution>
<addr-line><![CDATA[ ]]></addr-line>
<country>Mexico</country>
</aff>
<pub-date pub-type="pub">
<day>00</day>
<month>03</month>
<year>2025</year>
</pub-date>
<pub-date pub-type="epub">
<day>00</day>
<month>03</month>
<year>2025</year>
</pub-date>
<volume>26</volume>
<numero>1</numero>
<copyright-statement/>
<copyright-year/>
<self-uri xlink:href="http://www.scielo.org.mx/scielo.php?script=sci_arttext&amp;pid=S1405-77432025000100001&amp;lng=en&amp;nrm=iso"></self-uri><self-uri xlink:href="http://www.scielo.org.mx/scielo.php?script=sci_abstract&amp;pid=S1405-77432025000100001&amp;lng=en&amp;nrm=iso"></self-uri><self-uri xlink:href="http://www.scielo.org.mx/scielo.php?script=sci_pdf&amp;pid=S1405-77432025000100001&amp;lng=en&amp;nrm=iso"></self-uri><abstract abstract-type="short" xml:lang="en"><p><![CDATA[Abstract Head injuries resulting from motorcycle accidents are a common cause of serious mortality. The most common injuries in motorcycle accidents are: head trauma, brain injuries, spinal cord injuries, facial injuries, neck injuries, and spinal cord injuries. The helmet is a fundamental piece of equipment to protect the head during a motorcycle accident. In general, a modern motorcycle helmet comprises a rigid outer shell made of thermoplastic or fiberglass to decrease the energy of the initial impact caused by the accident. Using 3D CAD modeling, the helmet shell is designed, allowing the controlled discretization of the helmet with hexahedral type elements to be able to perform the numerical simulation under the boundary conditions established in the NOM-206-SCFI/SSA2-2018 standard. Each scenario is carried out under the same boundary conditions and maintaining the mechanical properties of the ABS shell. The only parameter of variation is the thickness of the shells (4, 6, 8, and 10 mm). Simulations are performed for 20 ms, during which the strain, stress, and internal energy are obtained. The results show that as the thickness of the helmet increases, the unitary deformation decreases; the stresses, regardless of the thickness, reach a value of 34.3 MPa, reaching the elastic limit of the ABS; however, the stresses are dissipated over a larger area and the zone of maximum stresses decreases. The energy absorbed by the helmet increases with respect to the increase in thickness; from 2-4 mm it increases by 11.6 J, from 4-6 mm by 11.4 J, and from 8-10 mm by 8.35 J. As the thickness of the helmet increases, the amount of energy absorbed continues to increase, but the rate of increase decreases beyond 8 mm, so it is not feasible to continue increasing the thickness. The thickness of 8 mm offers an optimal balance between energy absorption and efficiency in terms of material and weight.]]></p></abstract>
<abstract abstract-type="short" xml:lang="es"><p><![CDATA[Resumen Las lesiones en la cabeza resultantes de accidentes de motocicleta son una causa común de mortalidad grave. Las lesiones más comunes en los accidentes de motocicleta son: traumatismos craneoencefálicos, lesiones cerebrales, lesiones de la columna vertebral, lesiones faciales, lesiones del cuello y lesiones de la medula espinal. El casco es una pieza fundamental para salvaguardar la cabeza durante un accidente de motocicleta. En general, un casco de motocicleta moderno comprende una carcasa rígida exterior hecha de termoplástico o fibra de vidrio para disminuir la energía del impacto inicial, causada por el accidente. Mediante el modelado 3D en CAD se diseña la carcasa del casco, permitiendo generar el discretizado controlado del mismo con elementos tipo hexaédricos para poder realizar la simulación numérica bajo las condiciones de frontera establecidas en la norma NOM-206-SCFI/SSA2-2018. Cada escenario se realiza bajo las mismas condiciones de frontera y manteniendo las propiedades mecánicas de la carcasa de ABS. El único parámetro de variación es el espesor de las carcasas (4, 6, 8 y 10 mm). Las simulaciones se realizan durante 20 ms, durante los cuales se obtienen las deformaciones unitarias, esfuerzos y energía interna. Los resultados muestran que conforme se incremente el espesor del casco la deformación unitaria disminuye; los esfuerzos, independientemente del espesor, alcanzan un valor de 34.3 MPa, llegando al límite elástico del ABS; sin embargo, los esfuerzos se disipan en una mayor área y la zona de esfuerzos máximos disminuye. La energía que absorbe el casco aumenta respecto al incremento del espesor, de 2-4 mm aumenta 11.6 J, de 4-6 mm 11.4 J y 8.35 J de 8-10 mm. A medida que se aumenta el espesor del casco, la cantidad de energía absorbida sigue aumentando, pero la tasa de aumento disminuye pasando los 8 mm, por lo que no es viable continuar aumentando el espesor. El espesor de 8 mm ofrece un equilibrio óptimo entre la absorción de energía y la eficiencia en términos de material y peso.]]></p></abstract>
<kwd-group>
<kwd lng="en"><![CDATA[Motorcycle helmets]]></kwd>
<kwd lng="en"><![CDATA[finite element analysis]]></kwd>
<kwd lng="en"><![CDATA[passive security]]></kwd>
<kwd lng="en"><![CDATA[thickness]]></kwd>
<kwd lng="en"><![CDATA[impact testing]]></kwd>
<kwd lng="es"><![CDATA[Casco de motocicleta]]></kwd>
<kwd lng="es"><![CDATA[análisis elemento finito]]></kwd>
<kwd lng="es"><![CDATA[seguridad pasiva]]></kwd>
<kwd lng="es"><![CDATA[espesor]]></kwd>
<kwd lng="es"><![CDATA[prueba de impacto]]></kwd>
</kwd-group>
</article-meta>
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