![]() Knee airbags are located at the bottom of the dashboard. They are meant to prevent torso and chest injuries. SRS side airbags are located between the door and the seats. Front airbags provide important protection during head-on crashes because they prevent the driver and passenger from hitting the dashboard. The most well-known SRS airbags are the front airbags, located in the center of the steering wheel and the passenger side of the dashboard. There are a few types of SRS airbags you should be aware of. SRS airbags deploy when a crash is detected to protect the driver and passenger from slamming against the vehicle and being seriously injured. ![]() What is an SRS Airbag?Īn SRS Airbag (also known as a Supplemental Restraint System Airbag) is found at the center of the steering wheel, on the passenger side of the dashboard, and in a few other places around the car. We’ll also detail how SRS airbags work and how they can be maintained. This article provides insight into SRS airbags and explains the different types of airbags you should be aware of. And even though an SRS system is located in every car, SRS airbags are frequently misunderstood. These airbags are situated in several parts of the car and protect occupants from injury in the event of a crash. The setup of the simulation is shown in Figure 1.SRS airbags are one of the most critical safety features of modern vehicles. The airbag volume was also varied from 120 l to 180 l such that the peak pressure in the free expansion of airbag remained same, for both the volumes. This also determined the orientation of the head. Instead of freely positioning the head, the bend of the rider was made compatible to that of a seated Hybrid III dummy. In order to study the effect of varying head distances, a series of simulation were run by varying the initial distance between the dummy and the airbag from 50 mm to 300 mm. The novelty of the current work lies in the study of airbags when the rider head is very close to the airbag, using ALE approach with rider positions compatible to ISO 13232. The Control Volume approach typically underestimated the airbag pressure during the initial stages of deployment and consequently underestimated the injury that might be caused when the head is too close to the airbag. Though computationally expensive than the traditional Control Volume (CV) approach, an Arbitrary Lagrange-Euler (ALE) airbag model [Cirak and Radovitzky, was able to simulate the initial stages of deployment better when compared to experimentally measured airbag shapes during deployment. In this study, however, we have focussed on a small (100cc) motor cycle commonly used on the Indian roads and are investigating the suitability of airbags for the same. Earlier studies have focussed on " large touring motorcycles ". Simulation studies were therefore conducted in LS DYNA platform with a 50th percentile Hybrid-III dummy to study the phenomenon over a range of airbag volumes and positions of the rider. Important issues in the design of airbags for motor cycles include the size of the airbag and its effectiveness in the face of varying rider position. FE SIMULATIONS WERE CONDUCTED to study the effect of airbag deployment on the MC rider. The nature of these impacts has been analysed in simulation for a proposed airbag system to estimate the head accelerations when the initial contact with the airbag is during the deployment phase. Some of the limitations perceived in deploying airbags are that two wheeler riders are less likely to be in a fixed location with respect to the airbag at the point of impact and the lack of a supporting surface. One of the safety systems in consideration, of late, has been deployment of airbags. Advances in two wheeler rider safety have not kept pace with that of automobile rider safety.
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