sistemas de retencion automobil
DESCRIPTION
sistemas de retencion automobilTRANSCRIPT
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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© A
uto
liv
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
rete
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
Eur
o N
CA
P
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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
© E
uro
NC
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