Occupant Restrain Systemsin automotive industry

Javier LuzónCarlos Arregui

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Restrain System

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Driver Airbag (60 l. Vol.) Curtain Airbag (20 l. Vol.)

SBR (Seat Belt Reminder) Sensor

Front Side Airbag (13 l. volume)

Safety Belts W/ Pretensioner and

Load Limiter (FRONT)

Safety Belts W/ Load Limiter (REAR)

Peripheral Pressure Sensor (Door-mounted)

Airbag ECU

Knee Airbag (13 l. Vol.)

Airbag Early Crash Sensor

(Front-End mounted)

PAO (Passenger Airbag Off) Switch

Peripheral Acceleration

Sensor

Rear Side Airbag (13 l. volume)- OPTIONAL -Passenger Airbag

(102 l. Volume)

PAO (Passenger Airbag Off) Indicator

SBR/ Airbag System control Lights

Restrain System

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Restrain System

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Frontal Crash

α

Barrier

sv

a

α Impact Angle

v Impact Speed

s Offset. Usually in %. Offset = (s ⁄ a)•100

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Crash Pulse

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Crash Severity

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1

Restrain System

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1

Restrain System

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2

Restrain System

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2

Restrain System

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3

Restrain System

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. .

3

Restrain System

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3

2

1

K1

K2

Restrain System

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OLC – Occupant Load Criteria

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OLC – Occupant Load Criteria

Area for 65mm free movement inside the car

Area for 235mm restrained movement inside the car

Red Curve: it represents the idealized chest speed. Is assumed that the chest moves freely 65mm in the vehicle, before a effective restrain takes place (up to 32ms constant speed). Then a constant decceleration (OLC-value) is used up the entire forward displacement (300mm). Then coupling of the chest to the vehicle movement is achieved.

The green curve represents a real chest velocity. It requires less than 65mm before the first decceleration can be achieved in the chest.

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Restrain System

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12

31. Vehicle – Obstacle

2. Occupante – Vehicle

3. Organs – Bony structures

“ The 3 Collisions”

Restrain System

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Dummy Kinematics

Restrain System

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Available Distance

Restrain System

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d (mm)

Tórax

a (g)

Tórax

f (kN)

Cinturón

a (g)

Vehículo

d (mm)

Columna

Restrain System

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Tongue

Buckle

Anchor (3rd.

Point)Retractor

D-Ring

3-Point Safety Belt

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Born: Harnosand, Sweden, July 17, 1920

The now-standard three-point safety belt, with a strap for the upper body and a strap for the lower body joined at a single buckle, was developed by Swedish engineer Bohlin in 1962. A tireless advocate for seatbelt use, Bohlin is considered a force behind the seatbelt safety legislation that has been adopted in 49 states. Bohlin has been a safety engineer for Volvo since 1958.

He was inducted into the National Inventors Hall of Fame on the day he died.

Died: Tranas, Sweden, Sept. 21, 2002

Age: 82

3-Point Safety Belt

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3-Point Safety Belt

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Pretensioner

3-Point Safety Belt

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Load Limiter

3-Point Safety Belt

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3-Point Safety Belt

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Zon

a de

P

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nsió

n Zona de bloqueo/ tracción de cinta

Zona de limitación de carga

Medición de esfuerzos en el maniquí de choque

Load limiter

3-Point Safety Belt

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3-Point Safety Belt

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RESONADORAnillo elastómero

COVER Plástico (tapa airbag con emblema)

Contenedor metálico

DIFUSOR(Acero) Generador

de gas

Cable

BOLSA (plegada)470 dtex coated64 Litros

Soporte claxon

Tornillo

Frontal Airbag

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Cover

Bracket

Gas Generator

Bag (Folded)

Frontal Airbag

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Frontal Airbag

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2.- STRAP SUPERIOR 25 mm MAS LARGO

4.- SIN STRAPS

3.- STRAPS SUPERIORE INFERIOR 75 mm MAS LARGOS

1.- STRAPS ORIGINALES

HIC = 720HIC = 710HIC = 650HIC = 573

Aceleracion resultante en cabeza

Frontal Airbag

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strap superiores

strap inferiores

Frontal Airbag

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A bent steering wheel can indicate internal injuries.

Steering Wheel deformation

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The steering column includes a telescopic zone in its central part which, when subjected to axial compressive loads, can deform in a controlled manner by reducing its length.

These axial loads are exerted by the occupant in frontal impact through the airbag

D 1 D 2

D 1 D 2

Steering Column

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Steering Column

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Instrument Panel/Dashboard

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Side Crash

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Fuente: ADAPTA. Adaptado de: ESAR 2009. Characteristics of Passenger Car Side to Pole Impacts. Analysis of German and UK In-depth data using different approaches

Data from single-vehicle crashes with fixed objects contained in the US Fatal Accident Reporting System.

Multivariate logistic regression

In comparison with front impacts, driver-side impacts doubled the odds of a fatality

OR = 2.26

99% CI = 1.92-2.65

Bedard M., Guyatt GH., Stones MJ., Hirdes JP. The independent contribution of driver, crash, and vehicle characteristics to driver fatalities

Welsh R., Morris A., Hassan A., Injury Outcomes In Side Impacts Involving Modem Passenger Cars, 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV), Lyon, NHTSA, 2007

Side Crash

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0

2

4

6

8

10

12

14

0 0,05 0,1 0,15 0,2

t [s]

v [m

/s]

Barrera

Vehículo

0

1

2

3

4

5

6

7

8

9

10

0 0,05 0,1 0,15 0,2

t [s]

v [m

/s]

Vehículo

Puerta de impacto

Intrusión Retorno

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AP

Side Crash

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D1

D4

D3

Door Panel

Exterior Shape Occupant

Profile

D2

Survival

Space

Survival

Space

Structural deformation

Side Crash

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Side Crash

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DUMMY-AIRBAG-PANEL A 30 ms SECCIÓN ESTUDIADA

Dummy contacts

Side Crash

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Particular Cases

Restrain System

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Misuse

Restrain System

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Misuse

Restrain System

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Restrain SystemMisuse

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Child Restrain SystemMisuse

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Anthropometry

Child Restrain System

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Child Restrain System

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•3 Años (13.5 kg.) GRUPO 1

•Pos. Anterior Acomp.

•Madre: 70 kg.

•Cinturón ventral SUJETANDO AMBOS

•50 km/h contra arbol

USO INCORRECTO DEL CINTURON DE SEGURIDAD

Dres Fernando Huaier,* Jorge Fiorentino** y Raúl Gómez Traverso***

Médico residente de cirugía del trauma pediátrico (*) Jefe de Unidad del Departamento de Urgencia (**) Medico concurrente cirugía del trauma pediátrico (***)

Departamento de Urgencia - Hospital de Niños Ricardo Gutiérrez. Buenos Aires - Argentina.

Child Restrain SystemMisuse

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Fractura-luxación de L1 y L2 con extrusión discal y compresión medular

Child Restrain SystemMisuse

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Future