push airbag
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The Founder Of AIRBAG:
The founder of airbag is ()A*+ )+A* /0. e
has earned degrees in physics and 2oology, has
taught physiology, safety and accident reconstruction, and has conducted research on
such wide-ranging topics as biological pigments, aviation medicine and the biological
effects of high-energy radiation. Throughout his career, the glue that has bound his
many interests and activities has been his abiding concern for the health and welfare of
people.
)lark designed the first working airbag restraint system, originally developed for
spacecraft. e tested it himself by lying between two airbags in this bo', which was
repeatedly dropped from increasing heights. aving developed airbags for spacecraft
and airplanes, )lark reali2ed they had greater potential for saving lives in automobiles.
)lark%s interest in safety crystalli2ed in the mid-134/s when, as a researcher at the
5artin )ompany in 6altimore, he developed the first working automotive airbag safety
system and conducted the earliest public e'periments that demonstrated that the new
technology could save lives. 7hen the automotive industry sought to discredit his work,
he persevered in promoting the technology in public forums. is persistence is probably
an important reason that airbags are found in virtually all cars made today.
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Overview of How Air!"s Work
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Che#i$!% Re!$&ions Used &o Gener!&e &he G!s:
Inside the airbag is a gas generator containing a mi'ture of ?a? @, ?!@, and i!.
7hen the car undergoes a head-on collision, a series of three chemical reactions inside
the gas generator produce gas #?$ to fill the airbag and convert ?a?@, which is highlyto'ic #The ma'imum concentration of ?a?@allowed in the workplace is /. mgBm @air.$,
to harmless glass #Table 1$. odium a2ide #?a?@$ can decompose at @//o) to produce
sodium metal #?a$ and nitrogen gas #?$. The signal from the deceleration sensor
ignites the gas-generator mi'ture by an electrical impulse, creating the high-temperature
condition necessary for ?a?@to decompose. The nitrogen gas that is generated then
fills the airbag. The purpose of the ?! @and i!is to remove the sodium metal #which
is highly reactive and potentially e'plosive, as you recall from the =eriodic =roperties
C'periment$ by converting it to a harmless material. Dirst, the sodium reacts with
potassium nitrate #?!@$ to produce potassium o'ide #!$, sodium o'ide #?a!$, and
additional ?gas. The ?generated in this second reaction also fills the airbag, and the
metal o'ides react with silicon dio'ide #i!$ in a final reaction to produce silicate glass,
which is harmless and stable. #Dirst-period metal o'ides, such as ?a ! and !, are
highly reactive, so it would be unsafe to allow them to be the end product of the airbag
detonation.$
G!s'Gener!&or Re!$&ion Re!$&!n&s (rodu$&s
Initial Reaction Triggered by Sensor. NaN3 Na, N2(g)
Second Reaction. Na, KNO3 K2O, Na2O, N2(g)
Final Reaction. K2O, Na2O, SiO2 Alkaline Silicate (glass)
T!%e )
This table summari2es the species involved in the chemical reactions in the gas
generator of an airbag.
This table can be written up in equation form as,
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The reaction, which generates ?"T*!EC?, is e'othermic reaction that decomposes the
sodium a2ide #?a?@$ in a three step process. The chemical deflagration includes
potassium nitrate #?!@$ and silicon dio'ide #i!$. The reaction proceeds as followsF
1$ This reaction forms sodium and the nitrogen which inflates the airbag.
?a?@?a G @?$ The sodium byproduct of the first reaction and the potassium nitrate generate
additional nitrogen in this reaction.
1/ ?a G ?!@! G ?a! G ?
@$ And finally the previous two reactions leave potassium o'ide and sodium
o'ide to react with the third component of the mi'ture, silicon dio'ide, forming
alkaline silicate &glass&.
! G ?a! G i!alkaline silicate
As you can see, the reactions release nitrogen in steps 1 and . "t is this hot nitrogen
that fills the airbag .The inflating airbag tears through the plastic cover on the steering
wheel hub or dashboard. armful sodium created in step 1 combines with potassium
nitrate in step to produce more nitrogen, potassium o'ide, and sodium o'ide. 6ut the
final result is nitrogen gas and alkaline silicate.
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C!%$u%!&ion of &he A#oun& of G!s Needed:
Nitrogen is an inert gas whose behavior can be appro'imated as an ideal gas at the
temperature and pressure of the inflating airbag. Thus, the ideal-gas law provides a
good appro'imation of the relationship between the pressure and volume of the airbag,and the amount of ?it contains. #The ideal-gas law is
=H I n*T, where = is the pressure in atmospheres, H is the volume in liters, n is the
number of moles, * is the gas constant in +.atmBmol. #* I /./8/ +.atmBmol.$, and
T is the temperature in elvin.$ A certain pressure is required to fill the airbag within
milliseconds. !nce this pressure has been determined, the ideal-gas law can be used to
calculate the amount of ?that must be generated to fill the airbag to this pressure. The
amount of ?a?@ in the gas generator is then carefully chosen to generate this e'act
amount of ?gas.
*s&i#!&in" &he (ressure Re+uired &o Fi%% &he AIRBAG:
An estimate for the pressure required to fill the airbag in milliseconds can be obtained
by simple mechanical analysis. Assume the front face of the airbag begins at rest # i.e.,
initial velocity vi I /.// mBs$, is traveling at // miles per hour by the end of the inflation
#i.e.,final velocity vfI 83. mBs$, and has traveled @/./ cm #the appro'imate thickness
of a fully-inflated airbag$.
The airbag%s !$$e%er!&ion #a$ can be computed from the velocities and distance
moved #d$ by the following formula encountered in any basic physics te'tF
vf- viI ad. ,)-ubstituting in the values above,
#83. mBs$- #/.// mBs$I #$#a$#/.@// m$
a I 1.@@'1/mBs. ,.- The for$e e'erted on an ob
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Note: In the calculation below, we are assuming that the airbag is supported in the
back (i.e., all the expansion is forward), and that the mass of the airbag is all
contained in the front face of the airbag.
D I ma
D I #./ kg$#1.@@'1/mBs$
D I @.@@'1/kg.mBsI @.@@'1/?.
,/-
,0-
(ressure is defined as the force e'erted by a gas per unit area #A$ on the walls
of the container #= I DBA$, so the pressure #in =ascal$ in the airbag immediately
after inflation can easily be determined using the force calculated above and the
area of the front face of the airbag #the part of the airbag that is pushed forward
by this force$.Note: The pressure calculated is gauge pressure.
The !#oun& of "!s needed to fill the airbag at this pressure is then computed by
the ideal-gas law.
Note: the pressure used in the ideal gas equation is absolute pressure. (auge
pressure ! atmospheric pressure " absolute pressure.)
Def%!&ion of &he Air!":
When ?generation stops, gas molecules escape the bag through vents. The pressure
inside the bag decreases and the bag deflates slightly to create a soft cushion. 6y
seconds after the initial impact, the pressure inside the bag has reached atmospheric
pressure.
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1AT*RIA2 FOR AIRBAG
AIRBAG f!ri$:
Airbags are made of a tough synthetic material, most commonly a woven lightweight
nylon fabric called ?ylon 44. This can be cut by a conventional fi'ed blade system.
Wh3 on%3 N42ON 55:
The characteristics that make nylon 44 suitable for wide variety of an airbag
deployment are,
1. Tenacity #Tensile trength$,. Toughness,
@. eat *esistance,
. pecific Eravity.
The nylon 44 is characteri2ed by a combination of high strength, elasticity, toughness
and abrasion resistance. Eood mechanical properties are maintained up to 1/ /c. 6oth
toughness and fle'ibility are retained well at low and high temperature. The solvent
resistance of nylon 44 is good e'cept phenols, formic acid and strong acids. ?ylon has
moderate specific gravity of 1.1."ts moisture resistance is fairJ moisture acts as a
plastici2er to increase fle'ibility and toughness.
The following table shows the comparison between nylon 44 and cotton with respect to
their characteristics.
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CO1(ARISON TAB2*
*.?!. =*!=C*TK ?K+!? 44 )!TT!?
1.
.
@.
.
.
4.
9.
8.
3.
pecific Eravity
Tensile trength #psi$
Clongation #L$
"mpact trength #ft-lbBin.of
notch$
eat M deflection
temperature #/D, 4 psi$
Nielectric constant #1///
cycles$
Cffect of strong acids
Cffect of organic solvents
)larity
1.1@ M 1.1
3/// M 1///
4/ M @//
1./ M ./
1/ M /
@.3 M @.1
Attacked
*esistance
!paque
1.@ M 1.
/// M 3///
/. M /.8
/. M /.4/
4/ M @/
. M 3./
Attacked
+ow *esistance
!paque
Co!&in" On AIRBAG:
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The coating applied on airbag protect the fabric from hot inflator gasesJ prevent burn-
through #pinholes$ by hot particulates produced by the inflatorJ control fabric
permeabilityJ and enhance the bag%s smooth deployment.
The regular coating that is applied on airbag is "+")!?. ilicon fabric coatings have a
long, successful history for use in industrial te'tiles, including conveyor belts, electrical
and protective sleeving, and welding blankets.
The material%s heat resistance and long-term aging stability makes it the choice over
organic rubber coatings. Another benefit of silicone coating is that it is more chemically
compatible with nylon fabric. >ncoated nylon can be attacked by moisture #hydrolysis$.
The silicone coating provides a protective layer against hydrolysis and also remains
chemically inert.
?ot only does the silicone coating resist hot gas and particulates at lower coating
weights, the lower weight makes the fabric softer and more packageable. 5oreover, the
silicone-coated fabric is inherently non-blocking.
The automotive industry is demanding silicone-coated fabrics for airbags.
(The drive will continue for lighter weight, less stiff, more packageable fabrics, which
allow more fle'ibility in design. Dor silicones, this means formulations must be designed
that can be coated to even lower weights, without sacrificing performance.&
AIRBAG6S Housin":
Currently, most canister housings for passenger-side airbags are formed from steel
sheet or e'truded aluminum, which typically weighs about .@ lbs, #1,// grams$. The
new system uses a lightweight #93 gram$ in
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a vehicle%s steering wheel preclude its use for that application at present. The housing
now measures about 1/ inches long, four inches wide, and five inches high.
5agnesium alloys are said to be rapidly replacing mild steel, 2inc, and aluminum as the
material of choice for die-cast steering components. "n fact, more than /L of cars put
on the road in ?orth America this year will use steering wheels made of die-cast
magnesium alloys. That%s e'pected to grow to more than 4/L within the ne't three
years.
7hat%s this got to do with airbagsP An airbag places weight on the steering column
where leverage is greatest. "f not properly designed, this added weight could cause the
steering wheel to vibrate under normal driving conditions. teering wheel and column
components composed of die-cast magnesium alloys lighten the load, reduce vibration,
and help maintain rigidity--all factors in proper airbag deployment.
6ut magnesium%s influence on airbags doesn%t end there. ?ewer designs of instrument
panels are sleeker, smaller, and more like fighter plane cockpits. The tighter package
si2e and convoluted panel surface requires better dimensional control of the airbag
mounting locations.
"n early =A6 development, the housing generally consisted of steel. owever, steel
design can have as many as five stampings and several do2en rivets or welds for
strength and bracket attachmentsJ the magnesium design is one piece. The steel
canister required @ operationsJ the magnesium canister only seven.
7hen comparing raw material costs e'clusively, the steel design won out. owever, this
cost didn%t reflect the multitude of required secondary operations, coating, and system
brackets needed to install the =A6.
The comparison table is shown in following page,
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A look at the processing of magnesium vs. steel also showed the design team that mostof the secondary operations and brackets could be incorporated in the canister%s
casting. "n addition, the design eliminated the coating required for steel.
The most significant difference in the cost between the steel canister design and the
magnesium, however, was that the steel design required added mounting brackets. The
elimination of these alone resulted in a savings of about Q1 per canister.
1oun&in" Of AIRBAG:
Co#7!rison of C!nis&er 1!&eri!%s
PLASTIC MAG HSLA AL
COST - S S S
WEIGHT S + - +
INVESTMENT - - S -
MANUFACTURABILITY + + - +
DESIGN FEASIBILITY - - S -
DIMENSIONAL CONTROL + + S +
PART COMPLEXITY + + S S
FLAMMABILITY S S S S
TOTAL 0 2 -2 1
S = SAME AS STEEL BASELINE
- = WORSE THAN BASELINE
+ = BETTER THAN BASELINE
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An air bag is made of a coated fabric and is stored in a module mounted on steering
wheel or dashboard. This is shown by following diagram,
The figure shows the actual mounting of airbag and its position after deplo#ment.
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S*NSORS IN AIRBAG:
I#7!$& Sensors:
Timing is crucial in the airbag%s ability to save lives in a head-on collision. An airbag
must be able to deploy in a matter of milliseconds from the initial collision impact. "t
must also be prevented from deploying when there is no collision. ence, the first
component of the airbag system is a sensor that can detect head-on collisions and
immediately trigger the airbag%s deployment.
The main input to an airbag is usually an accelerometer. This can be found in a variety
of different forms.
According to working of accelerometer, they are classified in two categories.1$ 5echanical accelerometer,
$ Clectrical accelerometer.
1e$h!ni$!% A$$e%ero#e&er:
TCC+ 6A++ A?N
=*"?E A**A?E5C?T
The schematic diagram is shown in the figure. The airbag ignites as at least one impact
sensor detects an abnormal negative acceleration i.e. deceleration. The first generation
of impact sensors was made out of a steel ball and a spring that slides inside a smooth
bore. The ball is held in place by a permanent magnet or by a stiff spring, which inhibit
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the ball%s motion when the car drives over bumps or potholes. owever, when the car
decelerates very quickly, as in a head-on crash, the ball suddenly moves forward and
turns on an electrical circuit, initiating the process of inflating the airbag. As the car
stops, the steel ball keeps moving in the same direction as before. "f the impact is great
enough the steel ball creates an electrical circuit. Through this circuit goes a current,
which ignites the e'plosives in the airbag. "t takes about hundredths of a second for
the bag to be fully inflated. The e'plosives vary from airbag to airbag, but most common
is the use of a substance that produces nitrogen gas.
*%e$&ri$!% A$$e%ero#e&er:
The most common electrical accelerometer is 5C5 #5icro Clectro 5echanical
ystem$. "t is shown in following figure.
A small, low cost silicon capacitive micro-accelerometer was developed for the
automotive airbag systems. The two-chip accelerometer is consists of a bulk-
micromachined glass-silicon-glass sense element and an interface )5!-A"), which
are packaged together with epo'y based plastic reali2ing volume reduction one tenth of
the conventional accelerometer.
ilicon micro-accelerometer detects the change in the capacitance between the
movable electrode and fi'ed electrodes. This change in the capacitance is caused by
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the displacement of the movable electrode #mass$ on which the inertial force is applied
due to the acceleration.
The silicon capacitive micro-accelerometer is used for the application such as shock
detection and breaking control system for vehicles.
The output device of an accelerometer is a squib igniter. This is a high power mart
Nriver which can activate a chemical reaction. !ne such device is the Toshiba
T=N//D. This driver includes high and low side control of DCTs to drive two squibs as
well as fault detection and sensor diagnostics.
The power supply requirements of an airbag are somewhat unique. This system must
function over all battery voltages. Dor this reason, a chip such as the TC5") >436 is
used. This provides a boost buck converter to generate 8.H and 9H as well as two
linear H supplies. The regulated 8.H supply is used to provide a known, constant
voltage to the squib driver, over all variation in 6attery Holtage. The airbag control
computer is a 5otorola microprocessor. "t is in a blue bo' mounted under the instrument
panel near the steering column. "f the car battery or wiring is destroyed in the first
milliseconds of an accident event, a backup &battery& will inflate the airbag#s$. The
backup &battery&, also in a blue bo' and located ne't to the airbag computer, is really a
@@/// D capacitor. "t can store enough energy to ignite the inflator.
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$chematic of airbag operation flowF
a) %echanical ignition airbags fit inside the steering wheel pad. &hen a collision occurs,
the inertial sensor mo'es, setting off a mechanical igniter and inflator to deplo# the
airbag. s the sensor and igniter were in the same unit, the compact airbag unit easil#
fit most steering wheels, allowing broad application of the airbag unit.
b) lectrical ignition airbags, a computer monitors signals from the impact sensor. &hen
it detects a collision, the computer sets off the airbag*s igniter electricall#. Therefore, the
sensor need not be close to the airbag, but can be placed an#where on the 'ehicle and
connected to the airbag with wiring. This is especiall# effecti'e when fitting both dri'er+
and passenger+side airbags.
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"n order to process the collision one must determine its severity, vehicle conditions,
such as seat belt usage, as well as performing diagnostics. This airbag system requires
a powerful microprocessor. !ne micro available is the
5-)!*C from 5otorola. This @-bit *") based chip is designed for the automotive
environment and has enough power to handle the increased comple'ity found in today%s
vehicles as well as the future.
The air-bag manufacturer sets a deployment threshold that is intended to reflect the
deceleration of a potentially harmful crash. "f the accelerometer reading e'ceeds this
threshold, the system sends a signal.
Dor e'ample, 5ercedes 6en2, has a dual-threshold system that considers not only how
severe the crash is but also whether the passenger is wearing a seat belt. "f the crash
happens below the lower threshold, the air bag will not deploy. 6etween the two
thresholds, the bag deploys if the passenger isn%t wearing a seat belt, but it won%t deploy
if the passenger is belted. #A simple electrical circuit tells the system that the seat belt is
buckled or unbuckled.$ The bag deploys regardless of seat-belt status if the crash
occurs above the upper threshold.
Sensors he%7 #!ke AIRBAGS s!fer:
Firstly there were weight sensors. "f the sensor does not detect a weight of more than
4 pounds, it will not fire an air bag. The main benefit of this feature is to prevent the air
bag from deploying when no one is in the seat. This method has several limitations. Dor
e'ample, the sensor can tell that something is on the seat but gives no indication as to
whether the weight is a person or cargo. Durthermore, a weight sensor cannot
determine an occupant%s position.
ence manufacturers are using a variety of sensors:including ultrasonic, infrared, and
pie2oelectric.
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U%&r!soni$ Sensor:
The ultrasonic component of the occupant detection system worksby emitting /-kilohert2 sound waves from three ultrasound transducers that are
installed above and behind the passenger. The sensor then picks up the resulting
echoes. A microprocessor analy2es the data to e'tract the important information and
calculate the passenger%s position.
Advanced afety )oncepts "nc. in anta De, ?.5., has invented a capacitive occupant
sensing technology, the =ro'imity Array ensing ystem #=A$. The basis for this
technology is the human body%s high water and salt content, which gives a dielectric
constant of appro'imately 8/:one of the highest among commonly found materials. 6y
contrast, the dielectric constant of air is 1.
Although the capacitive sensor that the =A uses can be installed in the steering
wheel or dashboard, the company says that the ideal place for it is directly over the
passenger%s head. The device creates a low-level #1//-volt-per-meter$ hemispherical
electrical field. The presence of a human changes the field capacitance, and the sensor
detects this change. ince the dielectric constant of a human versus the air is so
different, it%s very clear whether there is an occupant in the car.
!ther items that typically might be found in a car seat, like bo'es and bags, have
dielectric constants from about to , which are higher than air but still far lower than
that of a person. Therefore, the system will never mistake cargo for a passenger. Dor
the same reason, hats and newspapers, for e'ample, will not skew the location of the
passenger. imilarly, the mounting hardware used to hold the sensor in place and the
fabric that covers the headliner of the car are also invisible to the sensor, so it can be
installed above the fabric where it can%t be seen.
A single capacitive sensor can determine the presence of a passenger as well as the
radial distance of the passenger from the sensor. Two to four sensors installed at
different locations can provide more complete information on the passenger%s position in
all three a'es to within /.1 inch. The system can acquire data continuously at thousands
of times per second if necessary.
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The following diagram represents the schematic diagram of capacitive sensor.
(ie8oe%e$&ri$ Sensor:
The =hotonics )enter at 6oston >niversity has developed a
technique that uses a pie2oelectric polymer, which is a plastic sheet coated with a
conductive metal and about as thick as a transparency used for an overhead pro
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!ne of the strongest selling points of the pie2oelectric system is its low cost.
The pie2oelectric system could gain greater functionality by developing more-advanced
algorithms, such as one that compares the passenger%s weight with a threshold weight
to determine if the passenger is a child or an adult.
ata from the pie-oelectric sheet are sent to a processor, where fu--#+logic+basedalgorithms determine whether to deacti'ate the air bag
Infr!red sensor:
Automotive ystems +aboratory has developed an infrared rangingsystem. "nstalled near the air-bag module, the system sends out an invisible infrared
beam toward the passenger. A receiver perceives this beam as a spot on the occupant.
The receiver, offset hori2ontally from the beam, uses triangulation to determine the
passenger%s distance from the air bag. The system operates in real time, so it can ad
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The *obotic Hision +aboratory of candia ?ational +aboratories in Albuquerque, ?.5.,
is taking what is perhaps the most unconventional approachF detecting the presence of
a passenger with a video camera. This prototype camera was attached on the roof
where the sun visor mounts to the ceiling of the car, but it could be mounted anywhere
with a clear view of the seat. The camera%s images would be analy2ed using image-
processing algorithms to determine whether the seat is occupied by nothing, an adult, or
a rear-facing child seat.
The most commonly used cameras in video equipment capture images with a charge
coupled device. owever, cameras based on a complementary metal o'ide
semiconductor #)5!$ are quickly becoming a less e'pensive alternative. !riginally,
the system used a single )5! camera, but candia then upgraded to a two-camera
version, which captured range images instead of a simple black-and-white image.
*ange images are less sensitive to changes in illumination and other unimportant
phenomena, such as shadows and variations in the color of the occupant%s clothing. A
stereo image from two cameras can also be used to measure the distance between the
occupant and the dashboard.
The cameras themselves capture an analog image. A sub computer then digiti2es the
image and sends it to another computer for more advanced image processing.
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ACTUA2 (ROT*CTION
How Does &he (resen$e of !n AIRBAG A$&u!%%3 (ro&e$& 4ou9:
Newton%s familiar first law of motion says that ob
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.This force from the steering wheel causes the in
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ADATAG*S
The S!fe&3 Adv!n&!"e of AIRBAGS:
The development of airbags began with the idea for a system that would restrain
automobile drivers and passengers in an accident, whether or not they were wearing
their seat belts. The road from that idea to the airbags we have today has been long,
and it has involved many turnabouts in the vision for what airbags would be e'pected to
do. Today, airbags are mandatory in new cars and are designed to act as a
supplemental safety device in addition to a seat belt. )rash tests showed that for an
airbag to be useful as a protective device, the bag must deploy and inflate within /
milliseconds. The system must also be able to detect the difference between a severe
crash and a minor fender-bender. These technological difficulties helped lead to the @/-
year span between the first patent and the common availability of airbags.
"n recent years, increased reports in the media concerning deaths or serious in
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Fi"ure )
This bar graph shows that there is a significantly higher reduction in
moderate to serious head in
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wheel, and will e'tend back about nine inches to a foot. "f your hands are on the
steering wheel when it deploys they will probably be knocked off. )onsider what may be
between you and your air bag, like a cup of hot coffee, your hands, or your glasses. This
will be smashed into your body andBor your face. )hildren and air bags do not mi'. Air
bags could seriously in
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$ "nfants should N**R ride in the front seat of a vehicle with a passenger
airbag. )hildren ages 1 and under should always be properly restrained in a
child safety seat or safety belt and ride in the back seat. Cven if there isn%t a
passenger airbag in the motor vehicle, the safest place for infants and
children is properly secured and buckled up in the back seat. afety belts,
both lap and shoulder, should be used with airbags.
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N*W F*ATU*R*S
1$ ?ew air-bag systems are being developed that mitigate many e'isting safety
problems. "n several of these so-called smart systems, the primary modification is the
addition of one or more types of occupant sensors. ome manufacturers are also
improving the air bag. Dor e'ample, Automotive ystems +aboratory in Darmington ills,
5ich., a subsidiary of Uapan%s Takata )orp., is developing an air bag with two separate
gas-generating chambers instead of one. Cach can be triggered separately and has
about half the e'plosive power of the original single chamber. The benefit of a dual-
stage air bag is that it allows more operating optionsF 5ild collisions will deploy only one
chamberJ more-severe collisions will deploy both. This system also takes into account
whether the seat belt is buckled, thus giving it four different sensitivity thresholds.
$ Cven with a change to the air bag, the heart of all new systems is some type of
occupant sensor. All such sensors determine if someone is in the passenger seat, and
some identify smaller passengers who might not be able to withstand air-bag
deployment. Tests have shown that an occupant at least 8 inches away from the air bag
is much less likely to be in
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@$ 5ost new vehicles have come out with side impact air bags as their latest safety
feature. ide impact air bags are a great option, slightly smaller than conventional front
air bags and deploy much faster. )heck to see if the car you are interested in carries
these as a standard feature. *emember that you will most likely receive a discount on
your auto insurance with these items as well.
4) Other suppliers are developing even more types of airbags to protect drivers and
passengers.
5orton "nternational, for e'ample, is working on a knee bag that is being installed on the
new ia portage.
They can reduce the in
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CONC2USION
Airbags have been shown to significantly reduce the number and severity of in
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R*F*R*NC*S
A. httpFBBwww.ktca.orgBnewtonsB3Bairbags.html
6. httpFBBwunmr.wustl.eduBCduNevB+abTutorialsBAirbagsBairbags.html
). httpFBBwww.ergonite.demon.co.ukBergoniteBairbag.htm
N. httpFBBwww.hwysafety.orgBairbagsBairbag.htm
C. httpFBBwww.memaga2ine.orgBbackissuesBaugust39BfeaturesBairbagB
D. httpFBBwww.chipcenter.comBee'pertBmladukeBmladuke/1/.html
E. httpFBBin.indiacar.lycosasia.comBinfobankBairVbags.htm
. httpFBBwww.wpi.eduB?ewsBUournalBummer39Bpot.html
". httpFBBwww.manufacturing.netBmaga2ineBdnBarchivesB1339Bdn1//4.39B
13f118.htm