Airbag System Research Articles

Evaluation on substitution of conventional azide based fuel materials with an alternate one in an airbag system – A review

In an automobile vehicle, azide based conventional fuels are used for airbag inflation. The exposure of sodium azide leads to several health issues such as hypotension, indigestion, breathing difficulties, eyes burning, itching, drowsiness etc. This made the focus shifted towards finding out a non azide fuel suitable for an airbag inflation. This paper discusses about the selection and procedural implementation of a suitable non azide fuel for an airbag gas generants by forming a ranking matrix. Ranking matrix were formed based on the economic and hazardous parameters such as toxicity, instability and inflammability factors. The detailed literature survey on the different non-azide fuels available and performance evaluation techniques showed that Differential scanning calorimetry (DSC), Thermogravimetry (TG), Accelerating Rate Calorimetry (ARC) were used for evaluating the thermal parameters such as peak pressure, heat of formation, burning rate, pressure rate and decomposition temperature. The review was found useful to select various modelling and numerical techniques proposed by researchers for calculating the kinetic parameters such as activation energy, pre-exponential factor and reaction rate. These performance parameters of the conventional azide fuels can be kept as a bench mark while evaluating the non azide fuel. This review aids the researchers to choose a non azide fuel based on ranking matrix and to carry out performance analysis for a possible substitution of conventional azide based airbag fuels.

Accuracy of Speed Change Measured by Event Data Recorders during Oblique Offset Frontal Impacts

<div class="section abstract"><div class="htmlview paragraph">Data downloaded from event data recorders (EDRs) integrated into the airbag systems of passenger vehicles can be key evidence for collision investigators. Often the EDR data includes information about the severity of the collision in terms of the longitudinal and lateral speed changes experienced by the vehicle. Previous studies have shown that for collisions with small lateral speed changes, the accuracy of the reported longitudinal speed change varies with manufacturer and magnitude. The goal of this study was to quantify the accuracy of EDR-reported speed changes in high-speed angled collisions with larger lateral speed change components. Data from 25 crash tests conducted for the National Highway Traffic Safety Administration’s (NHTSA’s) Oblique Offset Frontal Impact Research and Development Program were used in this study. The accuracy of the EDR-reported speed change was evaluated by comparing it to the longitudinal and lateral speed changes integrated from the independent reference accelerometers at the vehicle’s center of gravity. For vehicles with EDRs that also reported acceleration data, the speed change calculated by integrating the EDR-reported acceleration data was also compared to the speed change integrated from the reference accelerometers. The largest errors were seen in the two 2015 Honda Fit tests that under reported the longitudinal speed change by about 10 km/h. Although the average differences between the EDR-based speed change and the reference speed change were not significantly different from zero, the range of errors was large and varied between the different methods of extracting speed change and between the different components of the speed change The errors on EDR-reported longitudinal and lateral speed changes led to errors on the resultant speed change of up to 12 km/h under or 5 km/h over the actual speed change. The absolute errors for the longitudinal and lateral components of the speed change were similar but their relative errors were not. The speed changes computed by integrating the EDR’s acceleration data were on average less accurate than the speed changes reported and tabled in the EDR reports. The errors on the resultant speed change calculated from integrating the EDR-reported accelerations were up to 18 km/h under or 10 km/h over the actual speed change. There was considerable variation in the accuracy for different vehicle makes and models, with the largest errors observed in some Honda vehicles. The results of this study improve our understanding of the accuracy of EDR-reported speed change in high-severity angled collisions.</div></div>

A Study on Wearable Airbag System Applied with Convolutional Neural Networks for Safety of Motorcycle

Injuries to the head and the neck are the most frequent in the event of motorcycle accidents. But enough research has not been done to protect the neck. This paper presents an airbag system that recognizes the accident situation with Artificial Intelligence to protect the driver's neck area from motorcycle accident situations when driving. In some papers with similar themes, most of them are judged based on a critical point. However, in the case of an accident judgment using the critical point, a malfunction may occur such that the airbag operates when a similar operation is performed, or the airbag does not operate due to failing to pass the critical point at the time of an accident. Artificial intelligence was used to avoid malfunctions and inconveniences. Artificial intelligence can solve the problem of malfunction that occurs when it is judged as a critical point and can solve the inconvenience of commercialized products. The CNN presented in this paper can solve these two problems, and the accuracy of accident judgment is as high as 95.75%. Through the MPU 6050 sensor, it operates the airbag by determining the accident situation using the Artificial Intelligence that was learned in advance through the information on acceleration and angular velocity of the driver's movements that were measured in real time. To make Artificial Intelligence learn, the data were collected by dividing several types of accidents on motorcycles. In this paper, the Artificial Intelligence made by Convolutional Neural Networks (CNN) method and the Artificial Intelligence made by Neural Networks (NN) method is compared, and it is confirmed that the performance such as Test Accuracy or Train Accuracy of CNN is better.

Studying on the design and simulation of collision protection system between vehicle and pedestrian

Pedestrian protection technology has become the most important issue in the field of vehicle safety. The design and simulation method of pedestrian protection system for vehicles is studied based on the Teoriya Resheniya Izobreatatelskih Zadatch theory in this article. The optimal solution of a new type of all-around airbag system mounted to the front of vehicles is presented after performing some Teoriya Resheniya Izobreatatelskih Zadatch analysis tools, such as the component analysis, causal analysis, resource analysis, and contradiction analysis. The digital modeling is carried out on the airbag deployments by SolidWorks, and the simulation analysis is performed on the collision between vehicle and pedestrian head by HyperWorks and LS-DYNA. The results show that the vehicle equipped with the front-end all-around airbag than without can play a better role in pedestrian head protection during the collision, making the maximum value of head injury criterion decrease by 66.7%, effectively reducing the collision damage and verifying the feasibility of the solution.

Airbag deployment induced paediatric cervical injury following a car accident

A 12-year-old girl was involved in a 50 km/h motor vehicle accident that resulted in the deployment of both airbags. She was a front seat passenger well restrained by a three-point seatbelt. The driver (his father) was uninjured but the patient complained of a stiff and painful neck. On arrival in the emergency room, she was alert and hemodynamically stable. Physical examination showed swelling and excoriation of the skin over the anterior cervical area and mandibular region (A). Neurological examination results were normal except for torticollis and neck pain. Cervical spine radiography showed no abnormality except the loss of cervical lordosis. She was admitted for observation and was discharged ten hours later with a cervical collar and symptomatic drugs. At 15-day follow-up visit, the patient had no neck pain, and the neurological examination finding was normal. Airbags drastically reduce both morbidity and mortality from crashes, but a wide range of injuries has been reported as a result of direct contact of hot gas with facial skin and energy transmitted directly from the airbag system to the child´s head and neck. This device may cause ocular and facial injuries, abdomen and chest trauma, upper extremity injuries, and cervical spine lesions especially in pediatric populations. All children below 12 years of age or less than 40 kg of weight must not occupy the front seat passenger. Airbags may induce injuries that vary from minor to fatalities whatever the impact velocities. Practitioners should be aware about lesions induced by airbag deployment.

Research on Cumulative Damage Evaluation Method for Structural Impact on Airborne Armored Vehicle in Landing Process

Since it was very costly and complicated to analyze cumulative damage caused by structural impact on airborne armored vehicle in landing process using real equipment airdrop test, finite element method(FEM) was taken to build a finite element(FE) model of airborne armored vehicle and airbag system to simulate the landing impact process of airborne armored vehicle. In combination with Lemaitre Damage Model and the damage evolution law of materials, the cumulative damage caused by structural impact of vehicle was calculated. The cumulative damage of structure of airborne armored vehicle in multiple landing processes was assessed, results of which were expected to provide theoretical guidance for the operational use and maintenance of airborne armored vehicle.

Validation of underwater explosion response analysis for airbag inflator using a fluid-structure interaction algorithm

Air gun shock systems are commonly used as alternative explosion energy sources for underwater explosion (UNDEX) shock tests owing to their low cost and environmental impact. The airbag inflator of automotive airbag systems is also very useful to generate extremely rapid underwater gas release in lab-scale tests. To overcome the restrictions on the very small computational time step owing to the very fine fluid mesh around the nozzle hole in the explicit integration algorithm, and also the absence of a commercial solver and software for gas UNDEX of airbag inflator, an idealized airbag inflator and fluid mesh modeling technique was developed using nozzle holes of relatively large size and several small TNT charges instead of gas inside the airbag inflator. The objective of this study is to validate the results of an UNDEX response analysis of one and two idealized airbag inflators by comparison with the results of shock tests in a small water tank. This comparison was performed using the multi-material Arbitrary Lagrangian-Eulerian formulation and fluid-structure interaction algorithm. The number, size, vertical distance from the nozzle outlet, detonation velocity, and lighting times of small TNT charges were determined. Through mesh size convergence tests, the UNDEX response analysis and idealized airbag inflator modeling were validated.

Impact of fuel/oxidizer ratio of NaN3 and KNO3 airbag gas generants on toxic emission and performance

This paper reports the experimental methodology to arrive at an optimal weight composition of NaN3/KNO3 airbag gas generants based on thermal studies using Differential Scanning Calorimetry/Thermogravimetry analysis. The residual analysis showed that the fuel oxidizer mixture of 62.5/37.5 by weight percentage can be used as the optimal composition for airbag gas generants, as it produced minimum residues after decomposition reaction. Spectroscopic studies using SEM-EDS showed that the optimal composition had zero residues of toxic NaN3 compared to all other compositions tested. The heat energy released was found to be more in the air atmosphere due to the complete decomposition of mixtures compared to the nitrogen atmosphere. In this study, the ballistic properties such as time to peak pressure and peak pressure generated on ignition of the mixture were measured using the closed vessel test and the 28.3 lit full-fledged tank test. For the first time, the maximum pressure developed during decomposition of the fuel/oxidizer mixtures on the closed vessel test was compared with the theoretical maximum pressure value calculated using the ideal gas equation assuming that the process was adiabatic. The applicability of using the constant volume closed vessel test chamber for performance testing of auto airbag systems was also addressed.

Optimal Design of Airbag Landing System without Rebound

Airbag system has so many advantages including small volume, superior cushioning performance and easy to control that it has been widely used in many fields such as heavy cargo airdrop, soft landing of spacecraft and so on. In this paper, an optimal design method of the airbag is proposed. First, based on the law of thermodynamics and the deformation assumption of airbag, a mathematical model of airbag landing process is established. The results of the model calculation of the cylindrical airbag is preferably consistent with the results of finite element analysis, which shows that the airbag mathematical model is reasonable and accurate. Second, on the basis of this model, the optimal design method of the airbag without rebound is proposed to solve the problem of rebound which will result in uncontrollable attitude and secondary shock in the landing processes. In this method, the evaluation index of airbag cushioning performance is determined, then the key design parameters which have significant impact on airbag cushioning performance are studied, and the optimization model of airbag under constraint with no rebound is subsequently established and solved. Third, by this method, a cylindrical airbag without rebound is obtained. Compared with the non-optimized one, the maximum impact acceleration of the optimized cylindrical airbag is smaller. Consequently, the effectiveness of the proposed optimal design method is verified.

Safety Air Bag System for Motorcycle Using Parallel Neural Networks

Due to the development of leisure sports industry and the increase in delivery demand, the demand for two-wheeled vehicles such as the motorcycle is increasing every year; moreover, the motorcycle accident rate is increasing. The motorcyclist’s body is exposed to the outside, and in cases of accidents, the head and the neck are particularly vulnerable. This paper proposes a study about an air bag equipped with Artificial Intelligence to protect the driver’s neck spine from motorcycle accidents. Through the six-axis sensor, it receives the driver’s motor condition data about the acceleration and angular velocity data and measures real time speed and angle; combines them with algorithms that can judge accidents through Artificial Intelligence learning to activate airbags in real time. Data were collected and learned by dividing the types of accidents; for Artificial Intelligence learning, the general Neural Network method was not used however, a mix of parallel Neural Network with an existing Neural Network were used instead. The Artificial Intelligence learning method proposed in this paper has been found to have more improved accuracy, stability and learning time compared to the existing Neural Network.

A priori prediction of the probability of survival in vehicle crashes using anthropomorphic test devices and human body models

Objective: In the development of restraint systems, anthropomorphic test devices (ATDs) and human body models (HBMs) are used to estimate occupant injury risks. Due to conflicting objectives, this approach limits an injury severity risk tradeoff between the different body regions. Therefore, we present and validate a protocol for the aggregation of injury risks of body regions to a probability of survival (PoS).Methods: Injuries were clustered in regions similar to ATD or HBM investigations and the most severe injury as rated by the Maximum Abbreviated Injury Scale (MAIS) per body region was determined. Each injury was transformed into a dichotomous variable with regard to the injury severity level (e.g., MAIS 3+) whose injury risk was computed using the German In-Depth Accident Study (GIDAS) and NASS-CDS databases. Without loss of generality, we focus on 2 body regions—Head/face/neck (HFN) and chest (C)—at the MAIS 3+ level. The PoS was calculated using injury outcomes from the databases. The method of predicting PoS was validated by stratifying the database by crash type and technical crash severity.Results: The PoS of occupants injured in both HFN and C at the AIS 3+ level was found to be lower, at a statistically significant level, than that of occupants with AIS 3+ injuries to just one of the body regions. Focusing on occupants with only one body region injured at the AIS 3+ level, HFN injuries tended to decrease PoS more than chest injuries. For the validation cases, observed PoS could be reproduced in the majority of cases. When comparing predicted to observed values, a correlation of = 0.92 was observed when not taking the restraint system into account. Focusing on frontal crashes, the correlation was = 0.89. Considering only belted occupants, increased to 0.93, whereas for cases with deployed airbag systems the decreased to 0.68. The PoS for side crashes is reproduced with 0.97 independent of the restraint system; it was 0.95 with belted occupants and 0.55 when also factoring in airbag deployment.Conclusions: The method showed an excellent predictive capability when disregarding the restraint system, or restraint-specific subgroups, for the considered validation cases.

Analysis on Characteristics of Structural Impact Response of Airborne Armored Vehicle in Landing Process

For such problems as high cost and complex implementation in analyzing the characteristics of the structural impact response of airborne armored vehicle in landing process by real equipment airdrop test, finite element method(FEM) was taken to build the finite element(FE) model of airborne armored vehicle and airbag system to simulate the landing impact process of airborne armored vehicle and that under different typical airdrop conditions of airborne armored vehicle, including different altitude and different vertical landing speed. In addition, comprehensive quantitative analysis was conducted on the characteristics of the structural impact response of airborne armored vehicle to provide theoretical guidance for the design, development, operational use and maintenance of airborne armored vehicle.

Effects of vehicle front-end safety countermeasures on pedestrian head injury risk during ground impact

Pedestrian safety countermeasures such as pop-up bonnets and exterior pedestrian airbags have been shown to decrease the pedestrian injury risk caused by vehicle impacts (primary impact). However, it is still unknown whether these devices could prevent or mitigate pedestrian injuries resulting from ground impacts (secondary impact). In order to understand how the vehicle safety countermeasures prevent pedestrian head injuries caused by primary and secondary impacts, a total of 252 vehicle-to-pedestrian impact simulations were conducted using the MADYMO code. The simulations accounted for three types of vehicle configurations (a baseline vehicle and vehicles with the two aforementioned vehicle safety countermeasures) along with five front-end structural parameters at three vehicle impact velocities (30, 40, and 50 km/h). The simulation results show that the bonnet leading edge height was the most sensitive parameter affecting the head-to-vehicle impact location and that caused different head injuries resulting from the local stiffness in the location impacted. Moreover, the bonnet leading edge height was the leading governing factor on the pedestrian rotation angle in the secondary impact. The vehicle equipped with a pop-up bonnet and an external airbag could cause a larger pedestrian rotation angle at 30 km/h than that in the other two vehicle types, but conversely could cause a smaller pedestrian rotation angle at 40 and 50 km/h. Also, the vehicle equipped with pop-up bonnet and external airbag systems could lead a higher pedestrian flight altitude than that of the baseline type. A vehicle equipped with a pop-up bonnet and external airbag systems provide improved protection for the pedestrian’s head in the primary impact, but may not prevent the injury risk and/or even cause more severe injuries in secondary impacts.

Flexible airbag cushioning for Martian landing based on discrete element method

With the exploration missions to Mars gradually turning from detection of the surroundings to landing patrol, an airbag cushion system has become a new research area. A large number of researchers have simulated the airbag landing buffering process through numerical calculation methods, and applied the simulation results to optimise the airbag system parameters. According to a summary of previous studies, the researchers have all used a continuous geometry to simulate an impacted surface. Such a model cannot truly reflect the discrete morphological features of the Martian surface, however, and cannot predict the actual airbag cushion characteristics of the Martian subsurface. Based on this problem, this work proposes the use of discrete elements to study the cushioning characteristics of an airbag. This method has certain advantages in simulating the discrete surface of Mars and the dynamic characteristics of discrete surfaces after an impact. At the same time, to simulate the cushioning process of an airbag on the discrete ground, it is necessary to focus on a method of modelling the airbag based on the discrete element theory. We establish a three-dimensional particle-spring equivalent model of an inflatable airbag microelement based on the discrete element idea, and the model parameters are matched based on theory and a simulation. Finally, the discrete element simulation model of a spherical inflatable airbag is established using the discrete element simulation software EDEM, and the reliability of the model is verified by comparing the experimental and simulation values. Based on a theoretical derivation, the physical quantities that affect the airbag acceleration are obtained; these physical quantities are used as variables to perform a multi-condition simulation analysis, and the preliminary variation law between the acceleration and physical quantities is obtained. Further, a multi-ball model for a multi-state simulation analysis is described, along with the simulation results used to predict the cushioning characteristics of the airbag landing in the Martian environment.

Optimal design of pre-triggering airbag system for occupant protection performance during frontal crashes

With the rapid development of car crash sensing and identification technology, the application of pre-triggering airbag system is becoming an important option to improve vehicle safety. Thus, the present study aims to investigate the injury protection ability of pre-triggering airbag system and optimize its performance in frontal crashes regarding the key physical parameters. A driver restraint system model established and validated by National Crash Analysis Center was employed and validated for studying the injury protection ability of pre-triggering airbag system. Then, the influences of airbag triggering time, airbag volume scaling factor, inflator mass flow, and exhaust orifice size of pre-triggering airbag system on driver’s head and chest injuries were analyzed. Finally, the weighted injury criterion was selected as the evaluation index to optimize the pre-triggering airbag system. The results show the pre-triggering airbag should be designed with a larger airbag volume and inflator mass flow rate and smaller exhaust orifice. The optimized restraint system design presents a reduction of weighted injury criterion values in 100% and 40% overlapped frontal impacts reaching 25.63% and 42.23%, respectively.

Seismic response of autoclaved aerated concrete masonry infill walls under in‐plane and out‐of‐plane seismic demands

AbstractInfill walls of reinforced concrete (RC) frames exhibit significant vulnerability when subjected to in‐plane (IP) and out‐of‐plane (OOP) seismic demands. Despite the vast number of tests investigating the behavior of brick masonry infill walls in RC frames, past research is concerned with infill walls made up of autoclaved aerated concrete (AAC) blocks. In this study, six single‐bay, single‐story, half‐scaled RC frames were tested under the action of IP cyclic displacement excursions and/or OOP pressure. The objectives of the tests were to investigate the IP behavior of AAC infilled RC frames constructed with or without fiber mesh reinforced plaster to observe the influence of the OOP loads on the IP deformation capacity. It was found that AAC infill walls increased the strength and stiffness of the test frames compared to the bare frame specimen. The specimens without the plaster overlay experienced cracking at inter‐story drift ratio of about 0.35%. The ultimate drift ratio corresponding to a 20% lateral strength loss occurred at about 2% interstory drift ratio. The presence of plaster, on the other hand, delayed the visual cracking of the walls up until 1% interstory drift ratio. The OOP loads applied on the frame by using an airbag system was found to significantly reduce the IP deformation capacity of AAC framed infill walls. These results show that AAC infill walls may not sustain the IP and OOP seismic demands expected in RC frame buildings and innovative solutions are needed to limit the damage.

Optimization of a Pre-impact Fall Detection Algorithm and Development of Hip Protection Airbag System

Optimization of a Pre-impact Fall Detection Algorithm and Development of Hip Protection Airbag System

Nonlinear analysis and characteristics of electrically-coupled microbeams under mechanical shock

Several studies have shown that MEMS devices deploying electrically-actuated vibrating beams, such as resonant sensors and RF filters may fail to operate when undergoing mechanical shocks due to the pull-in instability. To this end, we investigate the possibility to overcome or exploit this issue by considering different microsystem designs based on the application of interest. This objective is carried out through developing a nonlinear reduced-order model to simulate the dynamic response of single and dual microbeams under varying electric actuation and shock loads. The actuation of the single-beam system is made via a fixed electrode (uncoupled actuation) while the dual-beam system, composed of two movable microbeams, is actuated by applying a voltage among them (coupled actuation). We use the Galerkin method to discretize the governing equations in space and the Runge–Kutta method to integrate the resulting nonlinear ordinary differential equations. We first perform the static analysis to determine the pull-in voltage. We formulate the coupled eigenvalue problem to compute the natural frequencies of the microsystems under investigation for different applied DC voltages. Then, we introduce the AC excitation and generate the frequency-response curves. Finally, we analyze the impact of the mechanical shock (represented by an impact pulse acceleration) on the microsystems’ dynamic behavior. The present results are in good agreement with those obtained from previously-published theoretical and experimental studies. We observe a significant reduction in the static pull-in voltage and switching time when considering the dual-beam system in comparison with the single-beam case. The frequency-response curves show expanded dynamic pull-in bandwidth when operating the dual-beam system near the primary resonance. We notice that the dual-beam systems are more robust in terms of resistance to mechanical shock. This shows the suitability of such design for the operation and reliability of MEMS devices in harsh environments characterized by high mechanical shock levels. On the other hand, single-beam systems seem to be more attractive for use as microswitches which are intended to trigger a signal once receiving a mechanical shock or abrupt change in acceleration to activate safety functionalities, such as airbag systems.

Design of a wearable airbag system to prevent fall injuries for older adults

Design of a wearable airbag system to prevent fall injuries for older adults

Changes in the PO2‐dependence of oxygen consumption in the skeletal muscle of developing rats

A continuous supply of O2 to cells in a mammalian organism is necessary to maintain normal physiological function and the microcirculation is especially important in this matter as it is the site of O2 exchange. Under conditions of active/functional hyperemia following muscle contraction, the O2 transport system in older subjects does not appear to respond as rapidly and to the same degree as in younger subjects. With aging, elements of the O2 transport and regulatory system are changed in such a way that matching O2 supply to O2 demand does not work as well in older as in younger subjects. With regard to the O2 demand component of the overall system, in vitro studies have shown that oxygen consumption (VO2) remains constant until a critical partial pressure (Pcrit) of O2 (<1 mmHg) is reached. This knowledge was predicated on the assumption that the in vitro studies mimicked conditions in living tissue. More recently, however, in vivo studies have shown that VO2 varies over a much wider range of O2 partial pressure in the interstitial fluid (PISFO2). An intravital microscopic approach is being used to show that developmental changes in the O2 transport system begin earlier than previously thought. Significant and rapid changes in the microvascular network of skeletal muscle have been observed during the first few weeks of postnatal development. Three different developmental groups of male Sprague‐Dawley rats (2, 4, and 6 months) were used to investigate early changes in the O2 demand component of the transport system by measuring VO2 and the PISFO2 dependence of VO2 under resting conditions. VO2 of the spinotrapezius muscle was measured with a quasi‐continuous, flash‐synchronized, rapidly pressurized airbag system to briefly arrest blood flow and determine the rate of decrease of oxygen tension (dPO2/dt) in the ISF bathing the skeletal muscle fibers. Changes in PISFO2 of the skeletal muscle were measured using phosphorescence quenching microscopy. To understand the PO2 dependence of VO2, VO2 data were plotted versus PO2 and the results analyzed using a generalization of Michaelis‐Menten kinetics. This yielded information about both maximum VO2 (Vmax) and the PO2 at half Vmax (P50). Experiments were carried out on 16 animals with average weights (mean ± SEM) from 280 ± 10, 408 ± 17, to 454 ± 6 grams at 2 mo, 4 mo, and 6 mo, respectively. Average Vmax (mean ± SEM) was 138 ± 9, 148 ± 15, to 122 ± 6 nL O2/cm3·s for 2 mo, 4 mo, and 6 mo, respectively. Between 2 mo and 6 mo, there was a downward trend with Vmax which was not significant. Average P50 (mean ± SEM) was 11 ± 1, 15 ± 1, to 21 ± 1 mmHg for 2 mo, 4 mo, and 6 mo, respectively. There was a significant (p < 0.05) increase in P50 from 2 mo to 6 mo which indicates that as the developmental age of the animal increases, there is an increased sensitivity of O2 consumption to changes in PISFO2. The findings are consistent with published data indicating that VO2 depends on PISFO2 over a much wider physiological range than previously thought. It is clear that as the rat develops, it consumes less O2 which may be ascribed to some combination of changes in the O2 delivery system and mitochondrial function.Support or Funding InformationSupport from Department of Physiology and BiophysicsThis abstract is from the Experimental Biology 2018 Meeting. There is no full text article associated with this abstract published in The FASEB Journal.