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Occupant Restrain Systems

in automotive industry
Javier Luzn
Carlos Arregui

SEAT

Restrain System

04 Mar 2013

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

SBR (Seat Belt Reminder)


Sensor

Passenger Airbag
(102 l. Volume)

Rear Side Airbag


(13 l. volume)
- OPTIONAL -

Peripheral
Acceleration
Sensor

PAO (Passenger
Airbag Off) Switch

Front Side Airbag


(13 l. volume)
PAO (Passenger
Airbag Off)
Indicator

Safety Belts W/
Pretensioner and
Load Limiter
(FRONT)

Airbag Early
Crash Sensor
(Front-End
mounted)

Safety Belts W/ Load


Limiter (REAR)

SBR/ Airbag System


control Lights

04 Mar 2013

Knee Airbag
(13 l. Vol.)

Peripheral Pressure
Sensor (Door-mounted)
Airbag ECU

Restrain System

04 Mar 2013

Frontal Crash

Barrier

Impact Angle

Impact Speed

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

04 Mar 2013

Crash Pulse

04 Mar 2013

Crash Severity

04 Mar 2013

Restrain System

04 Mar 2013

Restrain System

04 Mar 2013

Restrain System

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Restrain System

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Restrain System

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Restrain System

3
..

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Restrain System

1
K2

K1

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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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Restrain System
The 3 Collisions

2
1

1. Vehicle Obstacle

2. Occupante Vehicle
3. Organs Bony structures

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Restrain System
Dummy Kinematics

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Restrain System
Available Distance

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Restrain System
d (mm)

a (g)

Trax

Trax

a (g)

d (mm)

Vehculo

Columna

f (kN)
Cinturn

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3-Point Safety Belt


D-Ring

Retractor

Anchor
(3rd.
Point)

Tongue

Buckle
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3-Point Safety Belt


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

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3-Point Safety Belt

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3-Point Safety Belt

Autoliv

Pretensioner

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3-Point Safety Belt


Load Limiter

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3-Point Safety Belt

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3-Point Safety Belt

Zona de
Pretensin

Load limiter
Zona de
bloqueo/
traccin
de cinta

Zona de limitacin de
carga

Medicin de esfuerzos en el maniqu de choque

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3-Point Safety Belt

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Frontal Airbag
COVER Plstico
(tapa airbag con
emblema)

DIFUSOR
(Acero)

Generador
de gas
Contenedor
metlico
Soporte
claxon

Tornillo
BOLSA (plegada)
470 dtex coated
64 Litros
RESONADOR
Anillo elastmero
04 Mar 2013

Cable

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Frontal Airbag
Bag (Folded)
Cover

Gas
Generator

Bracket

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Frontal Airbag

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Frontal Airbag
1.- STRAPS ORIGINALES

2.- STRAP SUPERIOR 25 mm MAS LARGO

Aceleracion resultante en cabeza

4.- SIN STRAPS

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

3.- STRAPS SUPERIOR


E INFERIOR 75 mm MAS LARGOS

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Frontal Airbag

strap superiores

strap inferiores

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Euro NCAP

Steering Wheel deformation

A bent steering wheel can indicate


internal injuries.

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Steering Column

D1

D2

D1

04 Mar 2013

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.

D2

These axial loads are


exerted by the
occupant in frontal
impact through the
airbag

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Steering Column

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Instrument Panel/Dashboard

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Side Crash

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Side Crash
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

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

04 Mar 2013

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

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Euro NCAP

Side Crash

10

14
Barrera
12

Intrusin

Retorno

Vehculo
8
7
6

v [m/s]

v [m/s]

10

5
4
3

Vehculo

Puerta de impacto

0,05

0,1

0,15

t [s]

0,2

0,05

0,1

0,15

0,2

t [s]

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Side Crash
Structural deformation

Exterior
Shape

Survival

Survival

Space

Space

Occupant
Profile

D1

D2
D3
D4

Door Panel
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Side Crash

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Side Crash
Dummy contacts

DUMMY-AIRBAG-PANEL A 30 ms

04 Mar 2013

SECCIN ESTUDIADA

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Restrain System
Particular Cases

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Restrain System
Misuse

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Restrain System
Misuse

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Restrain System
Misuse

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Child Restrain System


Misuse

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Child Restrain System


Anthropometry

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Child Restrain System

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Child Restrain System


Misuse
3 Aos (13.5 kg.)

GRUPO 1

Pos. Anterior Acomp.


Madre: 70 kg.
Cinturn ventral SUJETANDO
AMBOS
50 km/h contra arbol
USO INCORRECTO DEL CINTURON DE SEGURIDAD

Dres Fernando Huaier,* Jorge Fiorentino** y Ral Gmez Traverso***


Mdico residente de ciruga del trauma peditrico (*) Jefe de Unidad del Departamento de Urgencia (**) Medico
concurrente ciruga del trauma peditrico (***)
Departamento de Urgencia - Hospital de Nios Ricardo Gutirrez. Buenos Aires - Argentina.

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Child Restrain System


Misuse

Fractura-luxacin de L1 y L2 con extrusin discal y compresin medular


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Future

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