Passenger Airbag Research Articles

Commentary

Commentary

Avoiding the Avoidable: Why State Laws Need to Protect Kids from Airbags

Impact with a front passenger airbag engineered to stop a large statured, adult male from hitting the windshield risks devastating if not fatal harm for a child. Avoiding the Avoidable: Why State Laws Need to Protect Kids from Airbags proposes a simple solution: absent extenuating circumstances, require rear seating for child passengers. This article describes the mechanism of injury, examines the inadequacies and inconsistencies of current national and state efforts to reduce pediatric airbag risk, and proposes comprehensive model legislation to avoid this completely avoidable yet often fatal harm.

DYNAMIC ANALYSIS OF HEAD IMPACT TEST OF PASSENGER AIR-BAG MODULE ASSEMBLY OF VEHICLE USING FEM

In this study, dynamic impact analysis for the passenger air-bag(PAB) module has been carried out by using FEM to predict the dynamic characteristics of vehicle ride safety against head impact. To carry out the dynamic analysis of head impact test of the PAB module assembly of automobile, the FE models, which are consist of instrument panel, PAB Module, and head part, are combined to the whole module system. Then, impact analysis is carried out by the explicit solution procedure with assembled FE model. And the dynamic characteristics of the head impact are observed to prove the effectiveness of the proposed method by comparing with the experimental results. As a result, the better optimized impact characteristics are proposed by changing the tie bracket's width and thickness of module. The proposed approach of impact analysis will provides an efficient vehicle to improve the design quality and reduce the design period and cost.

Breathing difficulty and tinnitus among children exposed to airbag deployment

Objective To assess the incidence of breathing difficulty and tinnitus in children involved in motor vehicle crashes with and without passenger airbag (PAB) deployment, and its relationship to seating position and to whether the airbag deployed was first versus second-generation. Methods We studied motor vehicle crashes with child passengers, over a 3-year period, in three large regions of the United States, by means of telephone interviews with the driver/parent. The crashes were classified into those with and without a PAB deployment. Complete data were collected on 7383 children in 4817 crashes, who, because of the sample design of the study, represent an estimated 120,987 children in 83,267 crashes. Results Among children involved in crashes with PAB deployment, 6.6% complained of breathing difficulty versus 1.4% without airbag deployment (OR 5.2, 95% CI 3.3–8.2). The corresponding figures for tinnitus were 5.0% versus 0.7% (OR 7.4, 95% CI 4.0–13.7). Analysis of data for children exposed to PABs indicated that 14.1% of children in the front seat versus 1.1% in the rear complained of tinnitus (OR 14.4, 95% CI 5.9–34.7). Seating row did not significantly affect the incidence of breathing difficulty. The type of airbag deployed did not significantly affect the incidence of breathing difficulty or of tinnitus. Conclusion Breathing difficulty and tinnitus were much more common among children in crashes with PAB deployment as against those without PAB deployment. Among children in crashes with PAB deployment, tinnitus was about 14 times more likely for those sitting in the front versus rear seat. The incidence of breathing difficulty was not affected significantly by seating row. Introduction of second-generation airbags has not affected the incidence of breathing difficulty or of tinnitus.

Passenger seating position and the risk of passenger death in traffic crashes: a matched cohort study

Objective: To estimate the association of passenger seating position with the risk of death for passengers in traffic crashes. Design, setting, participants: Matched cohort analysis of data from the National...

Risk of Injury to Child Passengers in Sport Utility Vehicles

The popularity of sport utility vehicles (SUVs) is growing, and they are increasingly being used as family vehicles. Because of the large size of SUVs, relative to passenger cars, parents may perceive that they are safer family vehicles. However, little is known about the safety of children in SUVs, compared with passenger cars. The objective of this study was to determine the relative risk of injury to children involved in crashes in SUVs, compared with those in passenger cars. From an on-going motor vehicle crash surveillance system, a probability sample of 3922 child occupants 0 to 15 years of age, representing 72396 children in crashes of either SUVs or passenger cars (model year 1998 or newer), from 3 large US regions, was identified between March 1, 2000, and December 31, 2003. Injuries were defined as concussions and other brain injuries, spinal cord injuries, facial fractures and lacerations, internal organ injuries, extremity fractures, and scalp lacerations. Logistic regression modeling was used to compute the odds ratio (OR) of injury for children in SUVs versus passenger cars, both unadjusted and adjusted for several potential confounders, including differences in child seating position, restraint use, vehicle weight, exposure of the child to a passenger airbag, and whether the vehicle rolled over. A total of 38.2% of children were in SUVs and 61.8% were in passenger cars. The average weight of SUVs was 1317 lb greater than the average weight of passenger cars. Among all children in the study, those restrained appropriately were less likely to be injured (OR: 0.25; 95% confidence interval [CI]: 0.15-0.45) and those in the front seat were more likely to be injured (OR: 2.06; 95% CI: 1.33-3.21). In both vehicle types, children exposed to a passenger airbag were more likely to be injured than were those who were not (OR: 4.70; 95% CI: 2.36-9.37). Rollover crashes increased the risk of injury in both vehicle types (OR: 3.29; 95% CI: 1.88-5.76) and occurred more than twice as frequently with SUVs (2.9%, compared with 1.2% with passenger cars). There was a trend for increasing vehicle weight being a protective factor with both vehicle types (OR: 0.86; 95% CI: 0.73-1.01). After adjustment for all of the aforementioned factors, the risk of injury was not significantly different for children in SUVs versus passenger cars (adjusted OR: 1.50; 95% CI: 0.88-2.57). Especially detrimental for children in SUVs was being unrestrained versus restrained in a rollover crash (OR: 24.99; 95% CI: 6.68-93.53). Despite the greater vehicle weight of SUVs, the risk of injury for children in SUVs is similar to that for children in passenger cars. The potential advantage offered by heavier SUVs seems to be offset by other factors, including an increased tendency to roll over. Age-appropriate child restraint and rear seat positioning are important, particularly for children in SUVs, given the very high risk of injury for children restrained inappropriately in rollover crashes.

Effects of Child Age and Body Size on Serious Injury From Passenger Air-Bag Presence in Motor Vehicle Crashes

Current recommendations regarding children traveling in passenger vehicles equipped with passenger air bags are based, in part, on evidence that the air-bag-related risk of injury and death is higher for children < or =12 years of age. However, the age or body size required to allow a child to be seated safely in front of a passenger air bag is unknown. To evaluate specific cutoff points for age, height, and weight as effect modifiers of the association between the presence of a passenger air bag and serious injury among children involved in motor vehicle crashes (MVCs), while controlling for important crash factors. A national population-based cohort of children involved in MVCs and included in the National Automotive Sampling System (NASS) Crashworthiness Data System (CDS) database from 1995 to 2002 was studied. NASS CDS clusters, strata, and weights were included in all analyses. Children 0 to 18 years of age involved in MVCs and seated in the right front passenger seat. Serious injury, defined as an Abbreviated Injury Scale score of > or =3 for any body region. A total of 3790 patients (1 month to 18 years of age) were represented in the NASS CDS database during the 8-year period. Sixty children (1.6%) were seriously injured (Abbreviated Injury Scale score of > or =3). Among age, height, and weight, age of 0 to 14 years (versus 15-18 years) was the only consistent effect modifier of the association between air-bag presence (or air-bag deployment) and serious injury, particularly for crashes with a moderate probability of injury. In analyses stratified according to age and adjusted for important crash factors, children 0 to 14 years of age involved in frontal collisions seemed to be at increased risk of serious injury from air-bag presence (odds ratio [OR]: 2.66; 95% confidence interval [CI]: 0.23-30.9) and deployment (OR: 6.13; 95% CI: 0.30-126), although these values did not reach statistical significance. Among children 15 to 18 years of age involved in frontal collisions, there was a protective effect on injury from both air-bag presence (OR: 0.19; 95% CI: 0.05-0.75) and deployment (OR: 0.31; 95% CI: 0.09-0.99). These findings persisted in analyses involving all collision types. We did not identify similar cutoff points for height or weight. Children up to 14 years of age may be at risk for serious preventable injury when seated in front of a passenger air bag, and children 15 to 18 years of age seem to experience protective effects of air-bag presence and deployment. Age may be a better marker than height or weight for risk assessment regarding children and air bags.

Weight sensing for the reliable deployment of the passenger airbag

Future passenger safety systems must ensure that there is an unequivocal classification of each passenger occupying a passenger seat. Corresponding legislative regulations mandate that, for babies in reboard seats and for infants with a weight of up to 33 kg, the airbags either do not deploy at all or deploy only incrementally. A classification to meet these requirements can be achieved by accurately determining the weight of each seated passenger. At Robert Bosch GmbH, a variety of load measurement bolts have been developed. After simulations of various types of bolts as well as the design of functional models and laboratory tests, a load measurement bolt with a Hall-IC was found to be the best solution. In a cooperation with the FH Cologne, this bolt was optimized for the application in vehicles.

Airbag assoziiertes Dezelerationstrauma mit kompletter infradiaphragmaler Dissektion der Vena cava inferior (IVC) und Abriss von Lebervenen

Numerous investigations have demonstrated that the ability of passenger airbag systems to reduce both injury severity and mortality in car accidents is restricted to the simultaneous application of seatbelts and airbags. Depending on the impact force during the accident and also on the driver's position to the airbag an isolated airbag deployment can even produce severe injuries. We describe a complete infradiaphragmatic dissection of the IVC and a tear of liver veins after an airbag deployment without seatbelt use. We discuss different airbag associated injuries, the possible pathomechanism of the described injury, frequency and prognosis of abdominal vascular injuries and their emergency treatment. In the presented case the isolated severe vascular injury resulted in an intraoperative death caused by exsanguination. In blunt trauma with accompanying hypotension pre-arrival alarming of the ER, rapid transport to the hospital and immediate surgery are most important for the outcome.

Risk of Injury to Restrained Children from Passenger Air Bags

The objectives of this study were to estimate the prevalence of children's exposure to passenger air bag (PAB) deployments and to determine the relative risk of both minor and more serious nonfatal injuries to restrained children exposed to PABs in frontal impact collisions. Data were collected from 1 December 1998 to 30 November 2001 from a large-scale, child-specific crash surveillance system based on insurance claims, a telephone survey, and on-site crash investigations. Vehicles qualifying for inclusion were State Farm-insured, model year 1990 or newer, and involved in a crash with at least one child occupant h 15 years of age. Qualifying crashes were limited to those that occurred in 15 states and the District of Columbia. A stratified cluster sample was designed in order to select vehicles (the unit of sampling) for the conduction of a telephone survey with the driver. For cases in which child occupants were seriously injured or killed, in-depth crash investigations were performed. The prevalence of exposure to PABs was calculated as the number of children occupying the right front seat in a PAB deployment crash among all children occupying the right front seat in vehicles equipped with PABs. Complete interview data were obtained on 9,779 vehicles involving 15,341 children. Among PAB-exposed children, 175 (14%) suffered serious injuries versus 41 (7.5%) of those in the comparison group (OR 2.0; 95% CI, 1.1-3.7). The overall risk of any injury (both minor and serious) was 86% among children exposed to PABs, compared to 55% among the comparison group (OR 5.3; 95% CI, 2.1-13.4). Exposure to PABs increased the risk of both minor injuries, including facial and chest abrasions, and more serious injuries, particularly upper extremity fractures.

Air bags and passenger fatality according to passenger age and restraint use.

Some children have been killed by air bags, leading to advice that young children should not sit in front of an active air bag. We conducted a case-control study to estimate the association of passenger air bag presence with death, according to passenger age and seat belt use. We used data from crashes on U.S. public roads in 1992 through 1998. Cases (N = 20,987) were front seat passengers who died, and controls (N = 69,277) were a sample of survivors. Among restrained passengers, the adjusted relative risk of death for those with a passenger air bag was 0.79 (95% confidence interval [CI] = 0.66-0.94); for children 12 years or younger, the adjusted relative risk was 1.04 (0.65-1.67) [corrected], and for adults 20 years or older it was 0.75 (0.62-0.91) [corrected]. Among unrestrained passengers, the adjusted relative risk was 1.03 (CI = 0.81-1.30); for children 12 years or younger the adjusted relative risk was 1.37 (0.84-2.21) [corrected], and for adults 20 years or older it was 0.96 (0.75-1.24). Passenger air bags may be a hazard to unrestrained children and of little benefit to unrestrained adults. Our results support the advice that children younger than 13 years should not sit in front of an active air bag.

1464 交通事故時の運転者と子供乗員の挙動解析

The kinematics and injury risks of occupants who are not standard size, such as small female driver and children were examined by using MADYMO. The child in the child restraint system with passenger airbag, and female on the driver seat were analyzed. The three-year-old child dummy, AM50th% dummy and AF5th% dummy were used in this study. The results show that when the child seat is attached correctly, the passenger airbag does not show clear difference of kinematics and injury risk of the child at impact of 50 km/h. In analyses of female driver model, since the female position is near the steering wheel, due to airbag deployment the kinematics of the female was different from those of male. For the female, the flexion of the neck occurred and ribs of female contacted steering wheel.

The effect of passenger airbags on child seating behavior in motor vehicles.

Objective. The purpose of this study was to determine the effect of the presence of passenger airbags on places where children sit when traveling in motor vehicles. Methodology. An observational and driver interview survey of 503 passenger vehicles was conducted in five New England states at randomly selected long- and short-distance travel sites during the summer of 1998. Each vehicle was occupied by at least 1 child <13 years of age. Seating position, vehicle information, and driver and passenger characteristics were collected. Logistic regression analysis was used to identify the association between the presence of passenger airbags in vehicles and the seating positions of children. Results. Controlling for the effects of the driver and vehicle characteristics, children <13 years of age were less likely to be observed riding in the front right seat when a passenger airbag was present in the vehicle (odds ratio:.34; 95% confidence interval:.19-.61). Of the vehicles carrying children, 23% had at least 1 child riding in the front seat. Children rode in the front seat in 17% of vehicles with a passenger airbag, and in 30% of those without a passenger airbag. Half of all vehicles without a teenage or adult passenger carried a child in the front seat. In 91% of vehicles with a child riding in the front seat, there was at least one available seat in the rear. Driver safety belt use, younger child age, and the presence of an adult passenger in the vehicle were all associated with children being seated in the rear. Conclusions. Some New England drivers are protecting children from the risks of passenger airbags by seating them in the rear. There remains, however, a substantial number of children who are being exposed to the risk of passenger airbag deployment.

Human auditory response to an air bag inflation noise: Has it been 30 years?

Once upon a time, over 30 years ago, 100 subjects volunteered for exposure to high level impulsive noises generated by the inflation of prototype automobile safety air bags. The government mandated that passive restraint systems, beyond seat belts, be introduced in passenger automobiles within 2 years. The only reasonable candidate was the air bag system, however, none were fully developed for automobile production. One concern was the effect of inflation noise on the auditory systems of vehicle occupants. Ninety-one volunteers qualified for the study; nine were rejected by an otolaryngologist because of head colds, congestion, and upper respiratory infections. Subjects facing forward in the rear seat of a small automobile experienced the noise of simultaneous inflation of a 9-cf passenger air bag and a 2.5-cf driver air bag. The median peak pressure level of the impulsive noises was 168 dB obtained with an overall measurement system ranging from 30 Hz (microphone low frequency cutoff) to 40 000 Hz. The dynamic range was 180 dB. Post-exposure auditory system evaluations included external auditory canals, eardrum membranes, verbal communications-auditory perception, aural discomfort, TTS, and PTS. Results are discussed in terms of the conditions of the exposures, the measurements, and the study population. [Work supported by DOT, National Highway Safety Bureau.]

Reducing risks to children in vehicles with passenger airbags.

This review examines the risk that passenger airbags pose for children and discusses behavioral and technologic measures aimed at protecting children from airbag deployment. Although airbags reduce fatal crash injuries among adult drivers and passengers, this safety technology increases mortality risk among children younger than age 12. The magnitude of the risk is multiplied when children are unrestrained or restrained improperly. As new vehicles are resold to buyers who tend to be less safety-conscious than new car owners, the number of children endangered by passenger airbag deployment may increase. For vehicles already in the fleet, strong measures are required to secure children in the rear seat and increase the proper use of appropriate restraint systems through police enforcement of laws. One promising strategy is to amend child passenger safety laws to require that parents secure children in the rear seats. For future vehicles, a mandatory performance standard should be adopted that suppresses airbag deployment automatically if a child is located in the front passenger seat. Other promising improvements in airbag design also are discussed. Major changes in passenger airbag design must be evaluated in a broad analytical framework that considers the welfare of adults as well as children.

Facial nerve paresis involving passenger airbag deployment: A case report

The case of a 32-yr-old woman who developed transient facial nerve paresis following deployment of the passenger airbag is presented. Although a wide range of injuries including fatalities have occurred, this case represents a unique type of injury following passenger airbag deployment.