push airbag

8/11/2019 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


29/35


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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

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