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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

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

Abstract To solve the problem of freezing damage in cold-region tunnels, this study proposed a rubber airbag interlayered composite lining system, and tested its performance of buffering, pressure adjustment, waterproofing, and heat preservation by simulating a low-temperature environment in an artificial freezing chamber. The experiment results show that the frost-heaving force exerted on the lining can always be lower than 1.69 kPa by constantly adjusting the airbag pressure, and the maximum frost-heaving force can reach 28.25 kPa without the airbag. In addition, the airbag also has good waterproof performance. Finally, the airbag can significantly improve the temperature field of the surrounding rock and reduce the freezing depth (6.75 cm

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

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.

As a common deicing system for turboprop aircraft，it is of great significance to evaluate the influence of deicing airbag on the aerodynamic characteristics of the aircraft. Based on the aerodynamic deicing system installed on one aircraft，simulating the aerodynamic characteristics when the deicing airbag working by using the CFD method，and analyzing the influence of the simplified deicing airbag model on the calculation results. The results suggest that：with the height of the deicing airbag increases，the effect on the aerodynamic characteristics of the aircraft becomes more obviously，the stall angle of attack is about 10° in advance，the maximum lift coefficient lost nearly 60%，and the maximum lift-to-drag ratio decreased by about 2.9. Influenced by the expansion of the deicing airbag，a flow along the wingspan appears in the leading edge，and the length of separation zone in the trailing edge is the same as the deicing airbag. The pressure distribution at leading edge is oscillating because of the expanded deicing airbag，so the whole airfoil's pressure distribution is further affected. Besides，with the height of the simplified deicing airbag increases，the stalling angle is about 1° in advance，the maximum lift coefficient lost nearly 21%， and the maximum lift-to-drag ratio decreased by about 2.2.

Pedestrians are exceptionally vulnerable in road accidents, and despite the advancements in airbag technology for vehicle occupants, fatal injuries still occur due to contact between pedestrians and vehicle components. To address this issue, an innovative solution is introduced in this research: an external airbag system designed to safeguard pedestrians in cases of brake failure. The proposed system includes four airbag modules strategically positioned within the front bumper of the vehicle. These modules are specifically designed to deploy during a collision, providing protection for the pedestrian's head, legs, and body. Equipped with a highly sensitive sensor, the system triggers the airbag electronic controller unit (ECU) upon collision detection. The external airbag curtains deploy, shielding the pedestrian's head from striking the bonnet, while an additional airbag safeguards the pedestrian's legs from impact with the front bumper. With the introduction of this innovative external airbag system, the main goal is to significantly improve road safety for all individuals and prevent numerous fatalities. The introduction of the innovative external airbag system marks a significant advancement in pedestrian safety within the realm of road accidents. By strategically positioning four airbag modules within the vehicle's front bumper and equipping them with a highly sensitive sensor, this system effectively deploys during collisions to protect pedestrians' heads, legs, and bodies. The deployment of external airbag curtains shields pedestrians' heads from striking the bonnet, while an additional airbag safeguards their legs from impact with the front bumper. Through this research and implementation, the primary objective is to enhance road safety for all individuals and mitigate the occurrence of numerous fatalities resulting from pedestrian-vehicle collisions.

Airbags are important safety devices in modern vehicles. However, their effectiveness is linked to the occupants being seated in standard positions. Although autonomous vehicles are less accident-prone, they are also equipped with airbags, similar to any other vehicle. Additionally, autonomous vehicles allow for occupants seated in non-standard positions, so in the case of a collision, the airbags’ effectiveness decreases. In this work, an airbag design suitable for both assisted and autonomous driving conditions is proposed, the driver’s airbag being the object of interest. Airbag geometry, threads, seam strength, and seam geometries were selected following Design of Experiments (DoE) methodologies and a series of experimental tests. Moreover, an adaptive system based on sewn tethers allows the airbag to adapt to the driving mode, which is proposed and validated. Finally, all the findings were experimentally tested on two different geometries. The results were satisfactory as the deployed airbag shape and dimensions were as expected, indicating that this airbag design is capable of protecting the driver of a vehicle capable of autonomous driving.

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.

This study aims to provide substantial theoretical support for employing vacuum preloading‐airbag pressurization (VP‐AP) to enhance soft soil foundations. By integrating the airbags and prefabricated vertical drains (PVDs) within the analytical framework, the consolidation models are developed to accommodate double smear zones and well resistance. Analytical solutions for various airbag pressurization scenarios are derived under the equal‐strain assumption. A model test is subsequently conducted to investigate the settlement process of soft soil using the VP‐AP method. The validity of the proposed theoretical model is corroborated through comparison with existing analytical solutions and experimental data. The accuracy of the predictive model is further substantiated by the model test results. Lastly, this research offers an in‐depth analysis of soil consolidation behavior under diverse influencing factors. The findings indicate that the VP‐AP method demonstrates superior efficacy over conventional vacuum‐surcharge preloading when the airbag pressure matches the external load pressure. Additionally, an increase in the radius of airbags enhances the soil consolidation efficiency. The analytical model presented in this study elucidates the consolidation mechanisms of the VP‐AP method, with experimental research confirming the efficacy of this approach and the predictive model established herein. [ABSTRACT FROM AUTHOR]

This article discusses a case of a penetrating orbital injury caused by an automobile airbag cover. The patient, a 30-year-old Asian male, experienced serious facial and orbital trauma after the dislodgement of a metal coated piece from the airbag cover during a high-impact motor vehicle accident. The injury resulted in a penetrating orbital floor fracture, optic neuropathy, and choroidal rupture. The article highlights the potential for serious ocular injuries from airbag deployment and emphasizes the need for healthcare providers to be aware of and appropriately manage these injuries. [Extracted from the article]

Side and frontal airbag deployment represents the main injury mechanism to the upper extremity during automotive collisions. Previous dynamic injury limit research has been limited to testing the forearm at either the assumed most vulnerable location to fracture, the distal 1/3rd, or the midpoint. Studies have varied the surface to which impacts were applied, with no clear consensus on the site of greatest vulnerability. The unpredictability of airbag impact location, especially with altered hand positioning, limits the effectiveness of existing forearm injury limits determined from impacts at only one location. The current study quantified the effect of impacts at alternative locations on injury risk along the forearm using the THUMS FE model. Airbag-level impacts were simulated along the forearm on all four anatomical surfaces. Results showed the distal 1/3rd is not the most vulnerable location (for any side), indicating forearm fracture is not solely driven by area moment of inertia (as previously assumed). The posterior forearm was the weakest, suggesting that current test standards underestimate the fracture risk of the forearm. Linear regression models showed strong correlation between forearm fracture risk and bone geometry (cross-sectional area and area moment of inertia) as well as soft-tissue depth, potentially providing the ability to predict forearm injury tolerances for any location or forearm size. This study demonstrated the forearm's vulnerability to fracture from airbag deployments, indicating the need for safety systems to better address injury mechanisms for the upper limb to effectively protect drivers. [ABSTRACT FROM AUTHOR]

Instinctive response was produced for protecting drivers from injury when facing incoming collisions. This study investigated the influence of instinctive response on lower extremity and knee airbag parameters. The change of posture, musculoskeletal characteristic and vehicle control parameters resulting from instinctive response were introduced in injury analysis. The key parameters of knee airbag were optimized based on a multi-object optimization algorithm of response surface method and NSGA-II. Results showed that the increased influence of musculoskeletal characteristic happened when the emergency level varied little. Injury in some cases might increase resulting from the early contact between airbag and lower extremity. It decreased in different levels after the optimization of parameters, with maximum 20%. With the increment of emergency level, the best value of ignition time in the air area, mass-velocity ratio in the brake area and all vent hole ratio increased. [ABSTRACT FROM AUTHOR]

A dynamic model of an asymmetric system is developed with limiter under heave conditions to explore the impact characteristics of a marine rotating machinery coupled airbag-floating raft-limiter systems. The steady-state response of the system is numerically solved using the Runge-Kutta theory. Nonlinear dynamic analysis methods, including energy trajectories and time-averaged energy diagrams, have been introduced to examine the influence of rotor speed, heaving amplitude, limiter clearance, and contact stiffness on the dynamic characteristics of the system. The results show that the amplitude of the heave increases, the system collides with the limiter, resulting in a significant reduction in amplitude. Meanwhile, the dynamic behavior of system transitions from quasi-periodic motion to chaotic state. After the impact, the energy of the system begins to concentrate in the region of impact, and the higher the time-averaged energy value, the more severe the impact of the system. The method proposed in this paper can provides an optimization scheme and theoretical reference for the impact problem of this system.

Renewable energy is a prominent area of research within the energy sector, and the storage of renewable energy represents an efficient method for its utilization. There are various energy storage methods available, among which compressed air energy storage stands out due to its large capacity and cost-effective working medium. While land-based compressed air energy storage power stations have been constructed worldwide, their efficiency remains low. Underwater compressed air energy storage has the potential to significantly enhance efficiency, although no such device currently exists. This paper presents the design of an UWCA-FABESD utilizing five flexible air bags for underwater gas storage and discharge. Additionally, it introduces the working principle of the adiabatic underwater compressed air energy storage system and device. Furthermore, a small-scale physical model with similar functionality was designed and manufactured to simulate the charging process of the air bag in onshore charging and discharging tests as well as posture adjustment and lifting arrangement tests, along with underwater charging and discharging tests. These experiments validated the related functions of the designed underwater compressed air flexible bag energy storage device while proposing methods for its improvement. This research provides a new approach to underwater compressed air energy storage.

Talitha Asmaria, Christina Safira Whinie Lestari, Monica Dwi Hartanti Center for Biomedical Research, Research Organization for Health, National Research and Innovation Agency (BRIN), Cibinong Science Center, Cibinong, West Java, IndonesiaCorrespondence: Talitha Asmaria, Center for Biomedical Research, Research Organization for Health, National Research and Innovation Agency (BRIN), Jl. Raya Bogor No. 490, Bogor Km. 46, Cibinong, West Java, Indonesia, Email tali001@brin.go.id

Background: Airbags have significantly decreased fatalities in frontal vehicle accidents, but their deployment can lead to more severe injuries and rarely death. The authors present a case of a penetrating injury causing tissue loss in the left cheek, an "explosion" of the zygomatic arch, and facial nerve damage, discussing the management in the contest of literature examining similar injuries in the head and neck region., Materials and Methods: Reviewing English literature from 1995 to 2023, 9 patients experienced severe airbag-related penetrating head and neck injuries, in 3 cases resulting in death. In addition, we describe the case of a young male reporting a deep cheek laceration with facial nerve damage, tissue loss, and comminuted maxilla-zygomatic fracture; 48 hours after trauma, he underwent surgical reconstruction using a bilobed flap, direct suture of the resected masseter muscle, closed reduction of the comminuted zygomatic arch fracture, and direct neurorrhaphy of the lacerated facial nerve., Results: Five months after surgery, facial nerve function recovery was observed. Mouth opening was restored, but a mixed low-medium hearing loss persisted for high frequencies. In another case marginal nerve damage was reported, but management is not described., Conclusion: The use of seat belts and airbags has led to a significant reduction in the incidence of facial fractures and fatalities after motor vehicle accidents, but at the same time, in some cases, complex facial trauma and/or penetrating injury can be observed. In case of suspected or certain facial nerve damage, it is mandatory to perform exploration and eventual reconstruction within 72 hours., Competing Interests: The authors report no conflicts of interest., (Copyright © 2024 by Mutaz B. Habal, MD.)

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]

Background: Airbags have significantly reduced the morbidity and mortality associated with trauma following motor vehicle crashes. However, airbags can also be associated with unusual and complex patterns of injuries which could be fatal in some cases. Methods: We collected data and described a series of six cases of penetrating injuries related to airbag deployment that were treated at the Hamad Trauma Center (HTC) of Hamad Medical Corporation which is the only level 1 trauma center in the country. Results: The penetrating injuries were caused by a metal fragment from the inflator component of the airbag which acted as a projectile and was associated with two fatalities. Four of the victims were involved in head on collisions. Most injuries were directly attributable to the airbag projectile, and they occurred in vehicles that were 9 years or more since manufacture. Conclusion: This case series would help the trauma healthcare providers to better understand the airbag-related injuries which influence the management approach for road traffic injuries associated with penetrating trauma. Also, it would bring attention to injury prevention teams as well as state and industrial authorities to reevaluate safety standards in vehicles. Sharing this information with local authorities who govern product safety standards and recalls is essential to ensure that more safety actions are taken to prevent further airbag deployment injuries.