Search

Aya Ikeda, Asami Shimokawa, Kazuhiro Harada, Tomoko Tsukahara-Kawamura, Jane Huang, Hiroaki Ozaki, Eiichi Uchio Department of Ophthalmology, Fukuoka University School of Medicine, Fukuoka, JapanCorrespondence: Eiichi Uchio, Department of Ophthalmology, Fukuoka University School of Medicine, 7-45-1 Nanakuma, Jonan-ku, Fukuoka, 814-0180, Japan, Tel +81 92 801 1011, Fax +81 92 865 4445, Email euchio@fukuoka-u.ac.jpBackground: We have previously studied the physiological and mechanical responses of the eye to blunt trauma in various situations using finite element analysis (FEA). In this study, we evaluated the volume kinetics of an airbag impact on the eye using FEA to sequentially determine the volume change rates of intraocular segments at various airbag deployment velocities.Methods: The human eye model we created was used in simulations with the FEA program PAM-GENERISTM (Nihon ESI, Tokyo, Japan). Different airbag deployment velocities, 30, 40, 50, 60 and 70 m/s, were applied in the forward direction. The volume of the deformed eye impacted by the airbag was calculated as the integrated value of all meshes in each segment, and the decrease rate was calculated as the ratio of the decreased volume of each segment at particular timepoints to the value before the airbag impact.Results: The minimum volume of the anterior chamber was 63%, 69% and 50% at 50, 60 and 70 m/s airbag impact velocity, respectively, showing a curve with a sharp decline followed by gradual recovery. In contrast to the anterior chamber, the volume of the lens recovered promptly, reaching 80– 90% at the end of observation, except for the case of 60 m/s. Following the decrease, the volume increased to more than that of baseline at 60 m/s. The rate of volume change of the vitreous was distributed in a narrow range, 99.2– 100.4%.Conclusion: In this study, we found a large, prolonged decrease of volume in the anterior chamber, a similar large decrease followed by prompt recovery of volume in the lens, and a time-lag in the volume decrease between these tissues. These novel findings may provide an important insight into the pathophysiological mechanism of airbag ocular injuries through this further evaluation, employing a refined FEA model representing cuboidal deformation, to develop a more safe airbag system.Keywords: airbag, ocular trauma, computer simulation, lens, anterior chamber, vitreous body, finite element analysis, volume

Automatic airbag deployment during car accidents undoubtedly plays a vital role in preventing injuries. However, it may occasionally lead to aural damage, including noise-induced hearing loss, tympanic membrane perforation, and tinnitus. Here, we present a case of left curtain airbag deployment immediately following a low-speed car accident, which resulted in the driver experiencing tinnitus. In addition to the case presentation, we have included a brief literature review on potential otologic and non- otologic injuries caused by airbags

PT. Citra Bahari Shipyard is a shipping company that uses Airbag Ship. Identification of hazards in the ship launching process using Job Safety Analysis(JSA) Guide Notes on the American Shipping Bureau (ABS) 2013, The procedures and processes that occur during the analysis and the equipment used are also what obstacles occur as well as solutions to these obstacles so that the launching process at PT. Citra Bahari Shipyard can run optimally. The purpose of hazard control measures in the launching process is to find out the potential hazards that can later cause work accidents and to obtain safe conditions from a launching process. The method that the observer uses is the method of directly observing the state of affairs in the field. Then conduct interviews with several parties related to ship launching and library study methods, namely by reviewing notes and reports that have to do with the launching of the ship with relevant sources. Then data processing is carried out to obtain control of the potential dangers and consequences that have been known so that it is hoped that potential hazards that cause injuries and material losses can be minimized. The result of this observation is that the control that has been carried out does not eliminate the danger completely, but minimizes the consequences of the potential dangers that exist from the ship launching process.

Shuji Suzuki,1 Aya Ikeda,1 Takashi Uemura,1 Kazuhiro Harada,1 Rie Takahashi,1 Jane Huang,1 Tomoko Tsukahara-Kawamura,1 Hiroaki Ozaki,1 Kazuaki Kadonosono,2 Eiichi Uchio1 1Department of Ophthalmology, Fukuoka University School of Medicine, Fukuoka, Japan; 2Department of Ophthalmology, Yokohama City University Medical Center, Yokohama, JapanCorrespondence: Eiichi Uchio, Department of Ophthalmology, Fukuoka University School of Medicine, 7-45-1 Nanakuma, Jonan, Fukuoka, 814-0180, Japan, Email euchio@fukuoka-u.ac.jpPurpose: We studied the kinetic phenomenon of an airbag impact on eyes after trabeculectomy using finite element analysis (FEA), a computerized method for predicting how an object reacts to real-world physical effects and showing whether an object will break, to sequentially determine the responses at various airbag deployment velocities.Methods: A human eye model was used in the simulations using the FEA program PAM-GENERISTM (Nihon ESI, Tokyo, Japan). A half-thickness incised scleral flap was created on the limbus and the strength of its adhesion to the outer sclera was set at 30%, 50%, and 100%. The airbag was set to hit the surface of the post-trabeculectomy eye at various velocities in two directions: perpendicular to the corneal center or perpendicular to the scleral flap (30° gaze-down position), at initial velocities of 20, 30, 40, 50, and 60 m/s.Results: When the airbag impacted at 20 m/s or 30 m/s, the strain on the cornea and sclera did not reach the mechanical threshold and globe rupture was not observed. Scleral flap lacerations were observed at 40 m/s or more in any eye position, and scleral rupture extending posteriorly from the scleral flap edge and rupture of the scleral flap resulting from extension of the corneal laceration through limbal damage were observed. Even in the case of 100% scleral flap adhesion strength, scleral flap rupture occurred at 50 m/s impact velocity in the 30° gaze-down position, whereas in eyes with 30% or 50% scleral flap adhesion strength, scleral rupture was observed at an impact velocity of 40 m/s or more in both eye positions.Conclusion: An airbag impact of ≥ 40 m/s might induce scleral flap rupture, indicating that current airbags may induce globe rupture in the eyes after trabeculectomy. The considerable damage caused by an airbag on the eyes of short-stature patients with glaucoma who have undergone trabeculectomy might indicate the necessity of ocular protection to avoid permanent eye damage.Keywords: airbag, trabeculectomy, sclera, flap, rupture, finite element analysis

Tomohiro Ueno, Hideaki Fujita, Aya Ikeda, Kazuhiro Harada, Tomoko Tsukahara-Kawamura, Hiroaki Ozaki, Eiichi Uchio Department of Ophthalmology, Fukuoka University School of Medicine, Fukuoka, JapanCorrespondence: Eiichi Uchio, Department of Ophthalmology, Fukuoka University School of Medicine, 7-45-1 Nanakuma, Jonan-ku, Fukuoka, 814-0180, Japan, Tel +81 92 801 1011, Fax +81 92 865 4445, Email euchio@fukuoka-u.ac.jpBackground: We studied the kinetic phenomenon of an airbag impact on eyes with different axial lengths using finite element analysis (FEA) to sequentially determine the physical and mechanical responses of intraocular segments at various airbag deployment velocities.Methods: The human eye model we created was used in simulations with the FEA program PAM-GENERISTM. The airbag was set to impact eyes with axial lengths of 21.85 mm (hyperopia), 23.85 mm (emmetropia) and 25.85 mm (myopia), at initial velocities of 20, 30, 40, 50 and 60 m/s. The deformation rate was calculated as the ratio of the length of three segments, anterior chamber, lens and vitreous, to that at the baseline from 0.2 ms to 2.0 ms after the airbag impact.Results: Deformation rate of the anterior chamber was greater than that of other segments, especially in the early phase, 0.2– 0.4 ms after the impact (P < 0.001), and it reached its peak, 80%, at 0.8 ms. A higher deformation rate in the anterior chamber was found in hyperopia compared with other axial length eyes in the first half period, 0.2– 0.8 ms, followed by the rate in emmetropia (P < 0.001). The lens deformation rate was low, its peak ranging from 40% to 75%, and exceeded that of the anterior chamber at 1.4 ms and 1.6 ms after the impact (P < 0.01). The vitreous deformation rate was lower throughout the simulation period than that of the other segments and ranged from a negative value (elongation) in the later phase.Conclusion: Airbag impact on the eyeball causes evident deformation, especially in the anterior chamber. The results obtained in this study, such as the time lag of the peak deformation between the anterior chamber and lens, suggest a clue to the pathophysiological mechanism of airbag ocular injury.Keywords: airbag, ocular trauma, computer simulation, lens, anterior chamber, vitreous body, finite element analysis, deformation

Active wearable devices such as protective smart belts have been proposed to reduce hip impact in the event of a fall. This study primarily evaluated the feasibility and acceptance of a specific protective belt among selected patients identified as being at risk of falling who were admitted to an ICS Maugeri Neurorehabilitation Unit from September 2022 to April 2023. According to previous institutional observations, the device was worn between the 6th and 21st days of recovery. Out of 435 admitted patients, 118 were considered eligible, but 101 declined to participate (about 50% refused to wear the belt without first trying it on; the other 50% found it too heavy or difficult to manage). Among the 17 patients who accepted (users), 9 used the belt correctly. The remaining eight patients refused to wear it after 24 h, due to discomfort. Out of 435 patients admitted, we observed at least one fall in 49 patients, of whom 5 were eligible patients; 1 was a user who had quickly refused to use the belt and fell with mild damage. Two non-eligible patients and one eligible non-user patient experienced falls resulting in hip fractures; only in the latter case could the use of the belt have limited the damage to the hip. Difficulties in recruiting patients and low acceptance of the proposed intervention present further challenges.

Deploying an airbag when a vehicle occupant is too close to it can cause injury. An adaptive Airbag Control Unit (ACU) would improve the effectiveness of the safety system, provided it is aware of the actual position of the occupants once the crash is going to occur. Occupants can be monitored with vision-based and radar-based sensing in the vehicle, but the research question is whether other reliable devices exist. In this research, a real seat is equipped with four sensors in the supports from the floor, as well as an Inertial Measurement Unit (IMU) and a microcontroller. The device is capable of identifying correct position or different Out of Position (OP) conditions and inform an adaptive ACU. The paper presents the seat layout in detail and its testing in extensive driving experiments with multiple participants. Depending on the position of the driver, the identification is correct 45–100% of the time. Monitoring the occupant position by a sensorized seat is feasible and can improve the reliability of the onboard safety system when integrated with other occupant monitoring devices.

The aim of this paper is to evaluate the feasibility of implementation of a passive safety feature in the form of an under-fuselage airbag in the rescue systems of small aircraft. The paper presents a multidisciplinary approach for the viability of the implementation. It presents the development of mathematical model for airbag performance analysis. The model is validated against the experimental data to account for various simplifications. Validated mathematical model is used to design a full-scale airbag for the chosen airplane to perform in the designed range. Weight penalty for increased safety is determined.

Background and Objectives: Protective equipment, including seatbelts and airbags, have dramatically reduced the morbidity and mortality rates associated with motor vehicle collisions (MVCs). While generally associated with a reduced rate of injury, the effect of motor vehicle protective equipment on patterns of chest wall trauma is unknown. We hypothesized that protective equipment would affect the rate of flail chest after an MVC. Materials and Methods: This study was a retrospective analysis of the 2019 iteration of the American College of Surgeons Trauma Quality Program (ACS-TQIP) database. Rib fracture types were categorized as non-flail chest rib fractures and flail chest using ICD-10 diagnosis coding. The primary outcome was the occurrence of flail chests after motor vehicle collisions. The protective equipment evaluated were seatbelts and airbags. We performed bivariate and multivariate logistic regression to determine the association of flail chest with the utilization of vehicle protective equipment. Results: We identified 25,101 patients with rib fractures after motor vehicle collisions. In bivariate analysis, the severity of the rib fractures was associated with seatbelt type, airbag status, smoking history, and history of cerebrovascular accident (CVA). In multivariate analysis, seatbelt use and airbag deployment (OR 0.76 CI 0.65–0.89) were independently associated with a decreased rate of flail chest. In an interaction analysis, flail chest was only reduced when a lap belt was used in combination with the deployed airbag (OR 0.59 CI 0.43–0.80) when a shoulder belt was used without airbag deployment (0.69 CI 0.49–0.97), or when a shoulder belt was used with airbag deployment (0.57 CI 0.46–0.70). Conclusions: Although motor vehicle protective equipment is associated with a decreased rate of flail chest after a motor vehicle collision, the benefit is only observed when lap belts and airbags are used simultaneously or when a shoulder belt is used. These data highlight the importance of occupant seatbelt compliance and suggest the effect of motor vehicle restraint systems in reducing severe chest wall injuries.

Coating products are widely used for the interior decoration of residential property. However, there is growing concern regarding their odor emissions and their impact on indoor air quality (IAQ). Most manufacturers and government agencies set odor intensity limits to control the odor of coating products, including their raw materials. However, it is difficult to determine product performance by means of their odor intensity index. Although evaluating odor intensity requires odor assessors to distinguish between different intensity levels, low consensus and reproducibility represent challenges that are difficult to avoid. As the odor concentration index only requires odor assessors to ascertain whether the odor is felt or not, the reproducibility of the evaluation results is relatively better. Moreover, suitable methodologies for determining odor concentrations in volatile coating product emissions have rarely been reported. Therefore, establishing an evaluation method for odor concentration of coating products and exploring its key influencing factors should bridge this gap. We examined the influence of the airbag material on the recovery rate of typical volatile organic compounds (VOCs) using direct injection by GC-MS and established that their adsorption effects were in the order: PET > PVF > PTFE. We then explored the influences of the sample curing and odor emission times on odor concentration. The solvent-based and water-based coatings reached equilibrium after 8 h and 16 h curing, respectively, and after 8 h and 12 h odor emission, respectively. The odor concentrations of real coating samples were measured and compared against their odor intensities. The odor concentration method more accurately and reliably discriminated coating products than the odor intensity approach. Thus, to assist manufacturers in improving coating formulations to reduce the odor impact of coating products, we used headspace gas chromatography to determine the odor substances in water- and solvent-based coatings and analyzed the odor contribution of various volatile compounds using the odor activity value (OAV) method. Butyl acetate, ethylbenzene, and 1-methoxy-2-propyl acetate were the key odorants in solvent-based coatings while 1-butanol, ethylbenzene, and butyl acetate were the key odorants in water-based coatings.

The unfixed flame propagation velocity of a gas explosion and the fixed response time of explosion suppression devices are the important reasons for the poor protective effect of active explosion suppression. A flexible explosion suppression method based on buffer energy absorption is detailed in this study. The explosion suppression system consists of an explosive characteristic monitoring system, an explosion suppression agent system, and an explosion suppression airbag. An empty pipe experiment and an explosion suppression experiment with a flexible-airbag gas-explosion suppression device were conducted in a 20.5 m-long pipe with an inner diameter of 180 mm. The flame propagation velocity and maximum overpressure values were compared between the two groups of experiments. The experimental results show that the flame wave propagation can be completely suppressed by the explosion suppression device under certain pressure. The occurrence time of maximum overpressure at each pressure measuring point is also analyzed. P3 is generally later than P4, which verifies the existence of energy absorption and explosion suppression effect of airbag. Finally, the energy absorption effect of the airbag is analyzed theoretically. The shock wave overpressure calculated in the sealing limit state of the airbag is 0.3432 MPa, and the maximum error is 7.8%, which provides reliable guidance and prediction for the experimental process in the future.

In a ship planning can not be separated from the planning of the ship launching process. A ship can glide perfectly if it has a high enough planning time and costs. The launch process itself is divided into several ways. The choice of this method needs to be considered because it relates to the budget and preparations made. The method used is the calculation according to the numerical approach assisted by computational software. In the first calculation it is planned with the slipway launch, and then the next one is planned with the airbags that have been implemented previously. The purpose of this study is to provide analysis results as a consideration in implementing the slipway and airbag ship launching method on KM ships. Belt Nusantara 72 measuring 2000 DWT. In steps 5 to 6, both the slipway and the airbags experience a stern lift condition with a value (yVd) of 1396.97 ton. Based on the economic analysis of the hours of people using airbags, there is a decrease in working hours by 44% when compared to the launch using a slipway. This also happened to work productivity where it was 84% more time effective. When viewed from an investment point of view, the use of slipways is actually more economical than airbag, the difference is 43% more economical using slipways. Both types of launch can be applied by looking at the economical side and the ability of each shipyard in carrying out the launching process and seeing the main size of the ship to be launched.

Abstract Collision between the driver of non-motor vehicle and car door often happens when the car driver or the passenger in the parking car opens the door suddenly ignoring a non-motor vehicle passing by. The collision protection system is proposed by installing an airbag in the car door. When the collision accident between the driver of non-motor vehicle and the car is unavoidable, the airbag will automatically deploy to provide head protection for the driver of non-motor vehicle. Utilizing HyperWorks and LS-DYNA, the finite element model of the collision is established to simulate the situations of installing airbag or not with the door on different opening angles (60°, 70°) and to verify the feasibility of the proposed method.

In this study, a novel expandable bicycle helmet, which integrates an airbag system into the conventional helmet design, was proposed to explore the potential synergetic effect of an expandable airbag and a standard commuter-type EPS helmet. The traumatic brain injury mitigation performance of the proposed expandable helmet was evaluated against that of a typical traditional bicycle helmet. A series of dynamic impact simulations on both a helmeted headform and a representative human head with different configurations were carried out in accordance with the widely recognised international bicycle helmet test standards. The impact simulations were initially performed on a ballast headform for validation and benchmarking purposes, while the subsequent ones on a biofidelic human head model were used for assessing any potential intracranial injury. It was found that the proposed expandable helmet performed admirably better when compared to a conventional helmet design—showing improvements in impact energy attenuation, as well as kinematic and biometric injury risk reduction. More importantly, this expandable helmet concept, integrating the airbag system in the conventional design, offers adequate protection to the cyclist in the unlikely case of airbag deployment failure.

The traffic accident occurrence rate is increasing relative to the increase in the number of people using personal mobility device (PM). This paper proposes an airbag system with a more efficient algorithm to decide the deployment of a wearable bike airbag in case of an accident. The existing wearable airbags are operated by judging the accident situations using the thresholds of sensors. However, in this case, the judgment accuracy can drop against various motions. This study used the long short-term memory (LSTM) model using the sensor values of the inertial measurement unit (IMU) as input values to judge accident occurrences, which obtains data in real time from the three acceleration-axis and three angular velocity-axis sensors on the driver motion states and judges whether or not an accident has occurred using the obtained data. The existing neural network (NN) or convolutional neural network (CNN) model judges only the input data. This study confirmed that this model has a higher judgment accuracy than the existing NN or CNN by giving strong points even in “past information” through LSTM by regarding the driver motion as time-series data.

Astronauts need the lander for decelerate and bridle the speed when they land on the space surface slowly. This lander could be controlled velocity magnitude in any direction or orientation and provide protection. The landers consist of airbags and parachutes. The airbag is a type of vehicle safety device, have a soft cushioning and is an occupant restraint system. The parachute provides to slow the motion of an object through an atmosphere by the hauling. Space protection equipments must have some properties because of astronaut’s entry, descend and landing in safely. Textiles in airbags provide these properties especially which are light weight, low gas permeability, high strength, low cost, low temperature flexibility and low coefficient of friction. For textiles in parachutes must have properties such as smooth, porosity, air permeability, high strength, cost-effective, stability light weight and good in drag and lift. Airbags and parachutes in space protection equipment’s are improved in systems provide easy stability. Recently, inflatable technologies for space protection equipments plays a fundamental role in building re-entry capsule. It can be performed a variety of pre-flight analyses to ensure the success of the tests of protection systems from day to day. In this review, space protection systems, their textile materials and properties, their advantages and disadvantages are presented.

This article discusses the air cushion chassis with multi-section air cushion, designed in NIMK CAHI. This chassis is formed by separate flexible changeable running elements of an advanced design, which are mounted on the balloon part of an air cushion. Aerohydrodynamic and buffer characteristics of this chassis are achieved through experimental work on the plants and in the experimental pond in NIMK TSAGI.

Fall-related injury is a common cause of mortality among the elderly. Hip fractures are especially dangerous and can even be fatal. In this study, a threshold-based preimpact fall detection algorithm was developed for wearable airbags that minimize the impact of falls on the user’s body. Acceleration sum vector magnitude (SVM), angular velocity SVM, and vertical angle, calculated using inertial data captured from an inertial measurement unit were used to develop the algorithm. To calculate the vertical angle accurately, a complementary filter with a proportional integral controller was used to minimize integration errors and the effect of external impacts. In total, 30 healthy young men were recruited to simulate 6 types of falls and 14 activities of daily life. The developed algorithm achieved 100% sensitivity, 97.54% specificity, 98.33% accuracy, and an average lead time (i.e., the time between the fall detection and the collision) of 280.25 ± 10.29 ms with our experimental data, whereas it achieved 96.1% sensitivity, 90.5% specificity, and 92.4% accuracy with the SisFall public dataset. This paper demonstrates that the algorithm achieved a high accuracy using our experimental data, which included some highly dynamic motions that had not been tested previously.

Introduction: Airbags significantly reduces mortality and morbidity in motor vehicle crashes. However, the airbag produces its own range of injuries. These are usually minor ones, but in certain circumstances they could be severe or even fatal. This is a case report of a serious hand burn of a driver after airbag deployment in a moderate frontal collision. Materials and methods: Full forensic examination, including analyses of medical documentation, inspection of photos from the early stages of the injury and series of examination of the injured person. Case Presentation: In order to escape a hurdle a driver lost control over his automobile and hit frontally a tree next to the road. The airbag opened due to the crush. Right after the accident, the driver saw that his left wrist was edematous and inflamed, with formation of blisters. The medical examination established 3rd degree burn in the area. During one month of special therapy the status of the patient was studied by our team and more burns of 2nd degree on the right forearm and the front right surface of the neck were established. Discussion: The analysis of the morphological findings, compared to the present knowledge of the airbag’s set-up, led to the conclusion that the injury was due to combined mechanical, thermal, and chemical action. The injury of the wrist cannot be taken as an acceptable or ordinary one for the airbag. It is probably a result of a defect of the activated airbag module. Conclusion: The present case is an indicator for the fact that one can never be 100% sure of “safety” of the car safety system, until an accident happens.

The pulse measurement instrument is based on traditional Chinese medicine (TCM) and is used to collect the pulse of patients to assist in diagnosis and treatment. In the existing pulse measurement system, desktop devices have large volumes, complex pressure adjusting operations, and unstable pressurization. Wearable devices tend to have no pressurization function or the function to pressurize three channels separately, which are not consistent with the diagnostic method in TCM. This study constructs a wearable pulse measurement system using airbags for pressurization. This system uses guide plates, guide grooves, and positioning screws to adjust the relative position of the wristband and locate Cun, Guan and Chi regions. The pulse signal measured by the sensor is collected and sent to a computer by microcontroller unit. In experiments, this system successfully obtains the best pulse-taking pressure, its pulse waveform under continuous decompression, and the pulse waveform of three regions under light, medium, and heavy pressure. Compared with the existing technology, the system has the advantages of supporting single-region and three-region pulse acquisition, independent pressure adjustment, and position adjustment. It meets the needs of home, medical, and experimental research, and it is convenient and comfortable to wear and easy to carry.

Packing soft-sheet materials of approximately zero bending stiffness using Soft Origami (origami patterns applied to soft-sheet materials) into cylindrical volumes and their deployment via mechanisms or internal pressure (inflation) is of interest in fields including automobile airbags, deployable heart stents, inflatable space habitats, and dirigible and parachute packing. This paper explores twofold patterns, the ‘flasher’ and the ‘inverted-cone fold’, for packing soft-sheet materials into cylindrical volumes. Two initial packing methods and mechanisms are examined for each of the flasher and inverted-cone fold patterns. An application to driver’s side automobile airbags is performed, and deployment tests are completed to compare the influence of packing method and origami pattern on deployment performance. Following deployment tests, two additional packing methods for the inverted-cone fold pattern are explored and applied to automobile airbags. It is shown that modifying the packing method (using different methods to impose the same base pattern on the soft-sheet material) can lead to different deployment performance. In total, two origami patterns and six packing methods are examined, and the benefits of using Soft Origami patterns and packing methods are discussed. Soft Origami is presented as a viable method for efficiently packing soft-sheet materials into cylindrical volumes.

The biomechanical simulations as powerful instruments are used in many areas such as traffic, medicine, sport, army etc. The simulations are often performed with models, which are based on the Finite Element Method. The great ability of FE deformable models of human bodies is to predict the injuries during accidents. Due to its modular implementation of thorax and abdomen FE models, human articulated rigid body model ROBBY, which was previously developed at the University of West Bohemia in cooperation with ESI Group (Engineering Simulation for Industry), can be used for this purpose. ROBBY model representing average adult man is still being improved to obtain more precise model of human body with the possibility to predict injuries during accidents. Recently, new generated thoracic model was embedded into ROBBY model and this was subsequently satisfactorily validated. In this study the updated ROBBY model was used and injury of head and thorax were investigated during frontal crashes simulated by virtue of two types of sled tests with various types of restraint system (shoulder belt, lap belt and airbag). The results of the simulation were compared with the experimental ones.