Or surrogate model methods have been extensively employed in vehicle design with industry interest.
However, there exists substantial difficulty to obtain accurate continuum or discrete sensitivities. In automotive industry, structural optimization for crashworthiness criteria is of special importance. The mechanisms and chemical reactions involved in the deployment of different types of airbags are also discussed, and recent developments in airbag design and their possible future applications are reported. In addition, the processes involved in the manufacture, assembly and testing of airbag systems are explained. The essential parameters required for airbag yarn and fabric components are discussed in detail. In this article, an outline is given of the historical development of airbags and their value in saving lives is illustrated by supporting statistical data. The future of airbags is extremely promising because there are many diverse applications ranging from motorcycle helmets to aircraft seating. In terms of their operation, modern airbags are smart restraint systems, which can tailor the deployment of the airbag according to the crash severity, body size of the occupant and proximity of the occupant to the airbag system prior to deployment. Airbags are typically made from woven fabric, which may be coated or uncoated but must be impermeable to gases and flame resistant. Since the early stages of development, airbag technology has been undergoing continual evolution in terms of design, materials and performance. The technology involved in the manufacturing and working of airbags is complex.
#Head neck restraint systems driver
Airbags are safety systems used to cushion the driver or passenger during a collision and reduce bodily injuries. Seat belts and airbags have made driving substantially safer since their introduction. In recent years, safety systems such as seat belts and airbags have been one of the fast-growing sectors within the automotive industry. Moreover, the work has quantified a number of variables, including the optimum stiffness, as the factors governing the severity of injury to the occupant in a rear impact scenario. Current test results show that, the lower the EIPC, the better is the head restraint system and the less is the risk of whiplash and head injuries. Furthermore, analysis of energy absorption capabilities, head injury criterion (HIC) values and a new criterion, called the equivalent impact power criterion (EIPC), is developed in order to quantify the relation between the rate at which energy is imparted to the head during the impact cycle and injury severity. It also presents the results of experimental tests conducted on this novel airbag head restraint system and on several randomly selected existing head restraints. It presents an airbag head restraint system that has optimum stiffness and good potential for reducing head and neck injuries suffered through rear end collisions. This paper presents some pioneering thinking on head restraint design and develops criteria for qualifying the systems. Practically, a well-designed head restraint will have an optimum balance of these features and thereby offer adequate protection for both the head and the neck. Also, it should absorb the kinetic energy progressively so that the head does not sustain any injury and does not roll on the cushion. The function of a head restraint system is to prevent injurious hyperextension of the occupant's neck in the event of a road vehicle rear end impact, and thus it must have adequate stiffness to limit the movement of the head relative to the torso.