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This study presents technologies of the triple hybrid landing gear for the OMOTENASHI(Outstanding Moon exploration Technologies demonstrated by Nano Semi-Hard Impactor) spacecraft, which consists of an airbag, a crushable material as a shock absorber, and an impact resistance structure. The inflated airbag has capability to possibly mitigate impact acceleration at the instant of landing and submergence into regolith that covers a planetary surface. The crushable material with lattice structures, manufactured by a metal 3D printer, serves a dual purpose: it dissipates kinetic energy and controls the impact acceleration at landing by compressing itself within a designed deceleration distance. Further, in the impact resistance structure, the protective object is filled with resin and hollow glass beads, and the impact resistance is improved while the weight reduction is maintained. This paper provides the technical details such as the required specification, verification test results, and assembly result of the surface probe as the smallest lander of the OMOTENASHI spacecraft. • The triple hybrid landing gear appeared for the world's smallest lunar lander. • Shock absorber, airbag, and shock-resistant structure were complementarily combined. • The shock absorber with excellent mounting capability was produced by a 3D printer. • The airbag shape was designed with the Terra-mechanics theory. • Development tests suitable for small landers were demonstrated. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

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

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. [ABSTRACT FROM AUTHOR]

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.

Motor vehicle accidents are a significant cause of morbidity and mortality worldwide. Airbags aim to reduce the severity of motor vehicle accidents, but their deployment is not without risks. This study presents five cases presenting with diverse forms of upper extremity injuries following airbag deployment. The presented cases highlight the variety of clinical presentations, the differences in diagnostics in terms of imaging modalities, as well as the spectrum of possible outcomes from complete healing to decreased range of motion to persistent neurological symptoms. Understanding the mechanisms and presentations of such injuries can only help in improving and creating new strategies for the prevention of such injuries, as well as their management. [ABSTRACT FROM AUTHOR]

The article presents a heuristic model used to evaluate the level of disorder in the synchronization of airbag operation with a moving phantom head during a frontal collision caused by a change in the longitudinal stiffness. The article describes three areas of research. The first presents the results of the strength tests of longitudinal models: reference and welded joint. Based on these, the relative stiffness decrease coefficient (SDC) of the longitudinal was determined. The second presents an analytical model of the airbag activation algorithm and the impact of SDC on its operation. The third determined the contact time of the phantom head with the airbag, taking into account the SDC. Based on the selected case study, a spatiotemporal analysis was conducted, indicating the level of disorder in the synchronization of the airbag with the moving phantom head due to the change in longitudinal stiffness. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

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.

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. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

• The ballistic performances of different UHMWPE/Airbag structures are analyzed. • A material model for TPU is established and used for simulation, considering the strain rate effect. • The effects of stress dispersion and deformation restraint on ballistic performance are discussed. • Enhancing ballistic protection through the interaction of two materials is highlighted. A series of flexible structures incorporating an airbag and ultra-high molecular weight polyethylene (UHMWPE) fiber panels were designed as temporary architectures to offer both ballistic protective functions and lightweight constructions. Three primary structural configurations, monolithic structures (airbag or UHMWPE panel alone), bi-layer structures (airbag/ UHMWPE panel and UHMWPE panel/airbag), and sandwich structures (UHMWPE panel/airbag/ UHMWPE panel) were tested. A T12A carbon tool steel sphere with the diameter of 12.7 mm was utilized as the ballistic threat within an impact velocity range of 0–500 m/s. Investigations into the effect of stacking order on ballistic performance were carried out experimentally and numerically. The failure characteristics, ballistic limits, energy dissipations, impact processes and interaction effects of these structures are discussed. To facilitate the establishment of numerical models for impact analysis using ABAQUS, a material constitutive model of thermoplastic polyurethanes (TPU) including strain rate effect was developed. The numerical models of the monolithic single-sheet UHMWPE panel and airbag for impact analysis were subsequently verified by experiments in terms of impact processes and ballistic limits. The results reveal that arranging a few layers of UHMWPE panels in front of the airbag can improve the collapse ballistic limit while maintaining the failure ballistic limit. The inclusion of an airbag reduces the energy dissipation efficiency of composite structures. The potential to enhance ballistic protection through the combination of airbags and UHMWPE panels is highlighted. Stress dispersion and deformation restraint are identified as significant factors influencing the ballistic performance of the composite structures. [ABSTRACT FROM AUTHOR]

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.

The cylindrical airbag is widely used in the landing buffer field with a simple structure. It is a three-dimensional closed structure, so the folding model is difficult to establish. Because the modeling process of the existing methods is complex and these methods are difficult to use in the actual folding process, a new direct folding method was proposed in this paper. In the method, the two end faces of the cylindrical airbag are recessed inward, and the cylindrical surface is flattened into a sheetlike structure; then, its finite-element model is established. The folded cylindrical airbag was inflated, and the deployed shape was the same as that of the initial unfolded model after inflation. Moreover, the maximum errors of the equivalent cross-sectional diameter, maximum length, and volume of the inflated airbag were less than 4%, which shows that the method is reasonable and feasible. Based on this method, three finite-element models of cylindrical airbags in different folding states were established, and then the effects of folding mode, inflation rate, and ambient pressure on the deployment process of the folding airbag were studied. In the landing buffer analysis, this method was used to model the folded secondary airbag when establishing the finite-element model for the cushioning dynamic of the combined airbag. The simulation results are in good agreement with the drop test results, which also verifies the effectiveness of this folding method. [ABSTRACT FROM AUTHOR]

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.

Objective: Few large studies have investigated the factors and outcomes related to concomitant injuries occurring alongside mild traumatic brain injury (mTBI) after motor vehicle collisions (MVCs). Thus, the objective of this study was to assess whether MVC characteristics predict which patients with mTBI will have concomitant whiplash injury, and whether concomitant whiplash injury affects care utilization for these patients., Methods: This retrospective cohort study included 22,213 patients with mTBI after MVC identified from the American College of Surgeons Trauma Quality Programs dataset. A hierarchical logistic regression model was constructed to investigate patient and MVC factors associated with concomitant whiplash injury. Propensity score matching on whiplash status, in conjunction with a multivariable logistic regression model, assessed if concomitant whiplash affected odds of hospitalization. In the subgroup of patients who were hospitalized, associations with hospital length of stay (LOS) and discharge disposition were investigated., Results: The median (IQR) age was 34 (24-51) years, with a median Glasgow Coma Scale score at presentation of 15 (15-15). Patients with concomitant whiplash were older (median 36 years vs 34 years, p = 0.03) and had higher rates of hospitalization (75% vs 64%, p < 0.001). In the hierarchical model for associations with concomitant whiplash injury, patients with blood alcohol content (BAC) greater than the federal driving limit had lower odds of concomitant whiplash (OR 0.63, 95% CI 0.49-0.81) along with those who had airbag deployment (OR 0.80, 95% CI 0.68-0.95), but seatbelt use was associated with greater odds (OR 1.41, 95% CI 1.16-1.71). After matching, concomitant whiplash was independently associated with increased odds of hospitalization (OR 1.67, 95% CI 1.40-1.99) while seatbelt use was associated with decreased odds (OR 0.88, 95% CI 0.81-0.95). Among hospitalized patients, concomitant whiplash was not associated with hospital LOS or discharge disposition., Conclusions: MVC characteristics such as alcohol consumption and airbag deployment were protective toward development of concomitant whiplash for mTBI patients, while seatbelt use was associated with higher risk. Concomitant whiplash increases the odds of hospitalization for mTBI patients but does not affect hospital LOS or discharge disposition, while seatbelt use is associated with lower rates of hospitalization and a more favorable hospital course. These findings provide context to injury patterns and care provision after a common mechanism of injury.

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. [ABSTRACT FROM AUTHOR]

Purpose: To report a rare incidence of corneal endothelial cell loss following airbag injury. Observation: A 27-year-old female who sustained a motor vehicle accident with airbag deployment presented with hand motion vision in the left eye. Ocular examination demonstrated corneal abrasion, significant corneal stromal edema with descemet folds, and a central pachymetry of 999 µm. The patient was managed with topical steroids and antibiotic drops. One week later, specular microscopy revealed a central endothelial cell count of 2200/mm2 with pleomorphism, polymegathism, and a decreased central corneal thickness of 569 µm. A repeat of specular microscopy 6 months later showed a decreased central endothelial cell count of 1611/mm2 with recovered visual acuity of 20/30. Conclusion: Corneal endothelial loss is a severe complication of ocular airbag injury. Serial ophthalmic assessment is recommended because endothelial cell loss may continue for some time after the initial impact. [ABSTRACT FROM AUTHOR]

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.

To reduce the size inconvenience of airbag systems employed in human-body protection devices while maintaining comparable gas generation performance, a new family of gas-generating energetic composites are proposed mixing Al/CuO nanothermite with copper complex (Cu(NH 3) 4 (NO 3) 2) known for its propensity to generate gases (0.03 mol/g) such as N 2 , O 2 , N 2 O through exothermic chemical decomposition (300 J/g). The aluminum (Al)/Copper oxide (CuO) couple, known as the most widely studied nanomaterial for thermite reactions, releasing a high energy, mostly heat, through chemical reaction, is employed as a source of heat to trigger and sustain the decomposition of Cu(NH 3) 4 (NO 3) 2 complex. This work permits developing a new family of gas-generating energetic composites that takes advantage of specific chemical and thermal properties of both materials. We demonstrate its capability to tune the pressurization rate, burn rate and pressure peak by varying the Al/CuO over Cu(NH 3)(NO 2) 2 mass ratio. The peak pressure of Cu(NH 3) 4 (NO 3) 2 /Al/CuO energetic composites reaches 12 MPa/g.cm3 in a close volume, which is 3.3 higher than that of traditional Al/CuO nanothermite. They achieve much longer high-pressure duration (∼30 ms). They also exhibit very intense burning with velocity reaching hundreds of m/s in opening burning experiments. These new materials appear very promising for green gas generation. [ABSTRACT FROM AUTHOR]

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.

We present a case of a fatal motor vehicle collision of a 22-year-old car driver, who died at the scene after losing control of his car, and subsequently collided with a tree by the roadside. The subsequent autopsy revealed penetrating injuries on the neck, severing the larynx, carotid artery, jugular vein and fracturing the cervical vertebrae. Internal examination showed the offending material to be a semi-cylindrical metal fragment, which had lodged within the paravertebral muscle. Examination of the car with the authorities found that the metal fragment originated from a defective airbag booster cannister, which shattered upon deployment. [ABSTRACT FROM AUTHOR]

Based on the designed anti-capsizing airbag of passenger ship sailing inland-river, this paper presents the anti-capsizing airbag devices, its principles, and the studies on the safety volume of anti-capsizing airbag; furthermore, the influences of anticapsizing airbag on the ship stability are analyzed. The results indicate that the anti-capsizing airbag improves the ship stability and the ship safety. [ABSTRACT FROM AUTHOR]

In this study, a pre-impact fall detection algorithm using a custom-made inertial sensor was optimized, and a spring-trigger airbag system was developed for preventing injuries from falls. Four different types of simulated falls were performed by 20 healthy volunteers (age 23.4 ± 4.4 years), and six different daily activities were tested in 14 elderly subjects (age 71.8 ± 4.0 years). An inertial sensor unit was used to measure acceleration, angular velocity, and vertical angle during all activities. Thresholds of 0.9 g acceleration, 47.3°/s angular velocity, and 24.7° vertical angle were determined on the basis of optimizing lead time and accuracy in pre-impact fall detection. A belt-type airbag system consisted of a polyurethane inner skin, an artificial leather outer shell, and a spring-trigger inflator. To evaluate the accuracy of the airbag system, 10 healthy adult males (age 28.5 ± 2.7 years) wore the system and performed three sets of simulated falls. Fall detection was achieved 401.9 ± 46.9 ms before impact on average, and the airbag inflated without fail during the falls (100% sensitivity). In all daily activities, no airbag inflation occurred (100% specificity). [ABSTRACT FROM AUTHOR]

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.

The technological development of application specific VDMOS and lateral trench power MOSFETs is described. Unlike general-purpose trench vertical DMOS, application specific trench DMOS comprise devices merged or optimized for a specific function or characteristic. Examples include the bidirectional lithium ion battery disconnect switch, the airbag squib driver with safety redundancy, the antilock breaking systems solenoid driver with repeated avalanche operation, and various forms of synchronous rectifiers (including integrated Schottky and pseudo-Schottky operation). Trench lateral DMOS include all implant quasi-vertical, lateral trench, and lateral trench charge balanced devices. Trench power MOSFET packaging addresses multichip surface mount, DrMOS, low inductance, and clip lead packages. [ABSTRACT FROM AUTHOR]

Introduction: Backcountry skiers and snowboarders are increasingly using avalanche airbags to improve safety. New safety devices can cause risk compensation, the concept in which users take more risks given the larger safety margin provided by the device. This may limit overall benefits. We sought to elucidate attitudes toward risk-taking behaviors and risk compensation in backcountry users relating to avalanche airbags., Methods: A convenience sample of 144 backcountry skiers and snowboarders was surveyed after a backcountry tour in the Wasatch Mountains of Utah and the Tetons of Wyoming during the winter 2020-21 season. Demographic and experiential data were compared with risk propensity scores and attitudes toward risk compensation. Respondents were stratified into high-, medium-, and low-risk groupings based on risk propensity scores and whether an airbag was carried., Results: Thirty-two (22%) respondents carried an airbag. Airbag users were more likely to endorse risk compensation behavior, ski terrain over 30 degrees, and fall into the high-risk cohort. The high-risk cohort was also more likely to endorse risk compensation behavior than medium- and low-risk individuals., Conclusions: Risk compensation was more prevalent in 2 groups: 1) those carrying an airbag and 2) those falling within the high-risk cohort. Given the prevalence of avalanche airbags, risk compensation should be considered alongside other human factors in avalanche safety and education so that users can mitigate these effects. Although risk compensation appears to be occurring, the magnitude of this effect remains unknown and likely does not obviate the safety benefits of the airbag altogether., (Copyright © 2023 Wilderness Medical Society. Published by Elsevier Inc. All rights reserved.)