AUTOMOBILE SAFETY SYSTEM

SEMINAR REPORT

Submitted by
NAME: Pradeep Kumar

Roll No.:1673440035

To

Dr. A. P. J. Abdul Kalam Technical University

in partial fulfillment of the requirements for the award of the degree

of

Bachelor of Technology in Mechanical Engineering

Department of Mechanical Engineering

Rajkiya Engineering College Banda (UP)

Atarra

May 2020
 DECLARATION

I declare this written submission represents my ideas in my own words and where others'
ideas or words have been included, I have adequately cited and referenced the original
sources. I also declare that I have adhered to all principles of academic honesty and
integrity and have not misrepresents or fabricated or falsified any idea/data/fact/source in
my submission. I understand that any violation of the above will be cause for disciplinary
action by the Institute and can also evoke penal action from the sources which have thus not
been properly cited or from whom proper permission has not been taken when needed.

Signature
Name: Pradeep Kumar
Roll no.: 1673440035
Date: 01/05/2020
 CERTIFICATE

It is certified that the work contained in the seminar report titled “AUTOMOBILE
SAFETY
SYSTEM ” by “PRADEEP KUMAR (1673440035) has been carried out under my
supervision and that this work has not been submitted elsewhere for a degree.

Signature of Supervisor
Mr. Deep Singh Thakur Sir
Assistant Professor
Department of Mechanical engineering
Rajkiya Engineering College Banda
May 2020
 ACKNOWLEDGEMENT

I take this opportunity to acknowledge that who has been a great sense of support and
inspiration thought the seminar work successfully.

The first special thanks go to my helpful supervisor Mr. Deep Singh Thakur Sir. The
supervision and support that given to me by him have truly helped in the progression and
smoothness of the seminar program. The cooperation is much indeed appreciated and
guidance throughout the study was invaluable.

A big contribution and hard work from them during my seminar program are very great
indeed. This seminar program makes me realized the value of working together as a team
and as a new experience in a working environment.
 CONTENTS

1. INTRODUCTION.......................................................................1

2. . HISTORY...................................................................................4

3. ACTIVE & PASSIVE SAFETY................................................8

4. ISSUES FOR PERTICULAR..................................................11

5. SAFETY DEVICES..................................................................12

6. VISION FOR THE FUTURE....................................................18

7. CONCLUSION...........................................................................19

8. REFERENCE..............................................................................20
 ABSTRACT

Safety conscious design has always been and remain a vital aspect in car
development .The increasing luxury and power of the cars pays major role for the
instability and poor safety of the automobile .Here is the safety precautions which
prevents the major porn parts of human life .This safety system consist of the
Emergency tensioning device ( ETD ) , properly positioned air bags-call and an
highly improved XDS tech glasses, which are assisted by sensor to give the
maximum safety for pleasure riding .The position of air bags helps to protect the
vital human from injury in case of accidents .The emergency act of the seat belt
tension make the victim to be back rest and relative lower body movement. We
think that this safety avoids the major loss of life in case of an accident. In the
event of an accident ,the onboard e-call device transmits an emergency call to the
most appropriate public service answering point along with certain vehicle related
data. Actually it works either with the human intervention or even without it; there
will also always be a voice connection between the vehicle and the rescue centre in
addition to the data link
 CHAPTER: 1

INTRODUCTION TO SAFETY OF AUTOMOBILE

The automobile is a revolutionary technology. Increased personal mobility

created new economic, social, and recreational opportunities and changed the
American landscape. But the benefits of mobility were accompanied by dramatic
new risks. Automobiles placed speed and power in the hands of individuals. In the
early twentieth century, a soaring rate of traffic deaths and injuries prompted
expressions of concern. A dialogue among physicians, safety advocates, engineers,
journalists, and others revealed differing opinions about the causes of accidents,
injuries, and fatalities. Driver behavior, automobile design, highway engineering,
and traffic hazards all were blamed. Efforts to retain the benefits of personal
mobility while minimizing its sometimes tragic consequences focused on specific
problems from controlling driver behavior to redesigning automobiles to
improving the driving environment. It took decades to understand, prioritize, and
minimize these risk factors. In the 1910s, speeding, reckless driving, collisions,
and pedestrian fatalities were new problems requiring new solutions. The first
remedies comprised a social response focused on controlling and improving driver
behavior. By the early 1920s, the National Safety Council compiled accident
statistics, held conferences, and sponsored Safety Week campaigns in cities in the
hope that increased public.

The modern passenger cars have become not only faster but
more comfortable and consididerably safer. And even though the traffic volume
our roads has increased several fold the risk of accident remain relatively high.
Due to the modern safety system adopted .Seat belts and airbags are perhaps two
of the most well known and still most effective system. The protective capabilities
of these systems can only be fully realized if seat belts are used on every trip
buckle up and then drive. Wearing seat belt can alone prevent many injuries or
lessen the severity of injuries. Where as an air bag alone cannot provide the same
degree of protection since they are designed only to supplement the protective
effect of the seat belt.

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 Automobile safety is the study and practice of design, construction, equipment
and regulation to minimize the occurrence and consequences of automobile
accidents. Road traffic safety more broadly includes roadway design. One of the
first formal academic studies into improving vehicle safety was by Cornell
Aeronautical Laboratory of Buffalo, New York. The main conclusion of their
extensive report is the crucial importance of seat belts and padded dashboards.
However, the primary vector of traffic-related deaths and injuries is the
disproportionate mass and velocity of an automobile compared to that of the
predominant victim, the pedestrian.

In the United States a pedestrian is injured by an automobile every 8 minutes,

and are 1.5 times more likely than a vehicle's occupants to be killed in an
automobile crash per outing. Improvements in roadway and automobile designs
have steadily reduced injury and death rates in all first world countries.
Nevertheless, auto collisions are the leading cause of injury-related deaths, an
estimated total of 1.2 million in 2004, or 25% of the total from all causes. Of those
killed by autos, nearly two-thirds are pedestrians. Risk compensation theory has
been used in arguments against safety devices, regulations and modifications of
vehicles despite

The efficacy of saving lives.

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3
UNDERSTANDING SAFTEY:

In order to understand how seat belts and air bags provide protection it is
important to know about occupant movement in the event of an accident. Upon
impact the vehicle either decelerated rapidly or accelerated when hit by a moving
object such as another vehicle. When this occur inertia always causes the
occupants to move in the opposite direction to the applied impact force. The
safety systems are intended to reduce the risk of contact between the occupants
and vehicle interior. However glasses generally prevent the risk of injuries caused
by objects entering the vehicle from outside.

ETD AND SEAT BELT FORCE LIMITER:

The front seat belts and some of the outer rear belts are equipped with ETD’s.
In addition in some seat belt systems, belt force limiters are included. If deployed
in event of an accident, an ETD reduces these at belt slack. The occupant is
restrained earlier and thus participates sooner in the vehicle’s deceleration
decreasing the occupant load during the collision. In addition seat belt is also
equipped with a force limiter it reduces upon activation the peak seat belt force
excreted on the occupant. The belt force limiter is tuned to the front air bag which
in turn takes on some of the seat belt induced forces thus providing a more even
load distribution. When the ignition is on the ETD s are deployed during a frontal
or rear end collision of sufficient severity that is accidents with high longitudinal
deceleration or acceleration sensed and made more safer.

4
 CHAPTER: 2

HISTORY

Automobile safety may have become an issue almost from the beginning of
mechanized road vehicle development. The second steam- powered "Faddier"
(artillery tractor), created by Nicolas-Joseph Cugnot in 1771, is reported by some
to have crashed into a wall during its demonstration run. However according to
Georges Ageon,[18] the earliest mention of this occurrence dates from 1801 and it
does not feature in contemporary accounts.

One of the earliest recorded automobile fatalities was Mary Ward, on August
31, 1869 in Ireland. In 1922, the Duisenberg Model A became the first car to have
four-wheel hydraulic brakes. In 1930, safety glass became standard on all Ford
cars. In the 1930s, plastic surgeon Claire L. Strait and physician C. J. Strickland
advocated the seof seat belts and padded dashboards. Strickland founded the
Automobile Safety League of America. In 1934, GM performed the first barrier
crash test.In 1936, the Hudson Terraplane came with the first back- up brake
system. Should the hydraulic brakes fail, the brake pedal would activate a set of
mechanical brakes for the back wheels.In 1937, Chrysler, Plymouth, DeSoto, and
Dodge added such items as a flat, smooth dash with recessed controls, rounded
door handles, a windshield wiper control made of rubber, and the back of the front
seat heavily padded to provide protection for rear passengers. In 1942, Hugh
DeHaven published the classic Mechanical analysis of survival in falls from
heights of fifty to one hundred and fifty feet.In 1947 the American Tucker was built
with the world's first padded dashboard. It also came with middle headlight that
turned with the steering wheel, a front steel bulkhead, and a front safety chamber.
In 1949 SAAB incorporated aircraft safety thinking into automobiles making the
Saab 92 the first production SAAB car with a safety cage. Also in 1949, the
Chrylser Crown Imperial was the first car to come with standard disc brakes. In
1955 a USAF surgeon who advised the US Surgeon General wrote an article on
how to make cars safer for those riding in it. Aside from the usual safety features,
such as seat belts and padded dashboards, bumper shocks were introduced. In
1956, Ford tried unsuccessfully to interest Americans in purchasing safer cars with
their Lifeguard safety package. (Its attempt nevertheless earns Ford Motor
Trend 's "Car of the Year"

4
award for 1956.)In 1958, the United Nations established the World Forum for
Harmonization of Vehicle Regulations, an international standards body advancing
auto safety. Many of the most life saving safety innovations, like seat belts and roll
cage construction were brought to market under its auspices. That same year,
Volvo engineer Nils Bohlin invented and patented the three- point lap and
shoulder seat belt, which became standard equipment on all Volvo cars in 1959.
Over the next several decades, three-point safety belts were gradually mandated in
all vehicles by regulators throughout the industrialized world. In 1958, Saab were
first to introduced seat belts as standard. In 1959, American Motors Corporation
offered the first optional head rests for the front seat. Effective on new passenger
cars sold in the United States after January 1, 1964. front outboard lap belts were
required. Effective in 1966, US-market passenger cars were required to be
equipped with padded instrument panels, front and rear outboard lap belts, and
white reverse (backup) lamps. In 1966, the U.S. established the United States
Department of Transportation (DOT) with automobile safety one of its purposes.
The National Transportation Safety Board(NTSB) was created as an independent
organization on April 1, 1967, but was reliant on the DOT for administration and
funding. However, in 1975 the organization was made completely independent by
the Independent Safety Board Act (in P.L. 93- 633; 49 U.S.C. 1901).In 1967,
equipment specifications by such major fleet purchasers as the City and County of
Los Angeles, California encouraged the voluntary
installation in most new cars sold in the US of safety devices, systems, and
design features including:
 Elimination of protruding knobs and controls in passenger
compartment
 Additional padding on the instrument panel and other interior
Surfaces
 Mounting points for front outboard shoulder belts
 Four-way hazard flashers
 A uniform P-R-N-D-L gear sequence for automatic transmission gear
Selectors
 Dual-circuit brake hydraulic systems

5
In 1968, the precursor agency to the US National Highway Traffic Safety
Administration's first Federal Motor Vehicle Safety Standards took effect. These
required shoulder belts for left and right front-seat vehicle occupants, side marker
lights, collapsible steering columns, and other safety features. 1969 saw the
addition of head restraints for front outboard passengers, addressing the problem
of whiplash in rear-end collisions. These safety requirements did not apply to
vehicles classified as "commercial," such as light-duty pickup trucks. Thus
manufacturers did not always include such hardware in these vehicles, even
though many did passenger-car duty.

Volvo developed the first rear-facing child seat in 1964 and introduced its own
booster seat in 1978.

In 1974, GM offered driver and passenger airbags as optional equipment on large

Cadillac’s, Buicks, and Oldsmobile’s.

In 1979 NHTSA began crash-testing popular cars and publishing the results, to
inform consumers and encourage manufacturers to improve the safety of their
vehicles. Initially, the US NCAP (New Car Assessment Program) crash tests
examined compliance with the occupant-protection provisions of FMVSS 208.
Over the subsequent years, this NHTSA program was gradually expanded in
scope. In 1997, the European New Car Assessment Programmed (Euro NCAP)
was established to test new vehicles' safety performance and publish the results for
vehicle shoppers' information. The NHTSA crash tests are presently operated and
published as the U.S. branch of the international NCAP programme.

In 1984 New York State passed the first US law requiring seat belt use in
passenger cars. Seat belt laws have since been adopted by all 50 states, except for
New Hampshire.[45] and NHTSA estimates increased seat belt use as a result save
10,000 per year in the USA.

In 1986 the central 3rd brake light was mandated in North America with most of
the world following with similar standards in automotive lighting.

6
In 1989, companies in Israel implemented Advanced Brake Warning systems, where the
driver would be alerted as to how hard the driver in front of them was pressing on their
brakes. This has yet to be implemented into mainstream America.

In 1995 the Insurance Institute for Highway Safety (IIHS) began frontal offset
crash tests.

In 1997 EuroNCAP was founded.

In 2003 the IIHS began conducting side impact crash tests.

In 2004 NHTSA released new tests designed to test the rollover risk of new cars
and SUVs. Only the Mazda RX-8 got a 5-star rating.

In 2009 Citroën became the first manufacturer to feature "Snowmotion", an

Intelligent Anti Skid system developed in conjunction with Bosch, which gives
drivers a level of control in extreme ice or snow conditions similar to a 4x4 In
2009 NHTSA upgraded its roof-crush standard for vehicles weighing 6000 pounds
or less. The new standard increased the crush load requirement from 1.5 to 3 times
the vehicle's curb weight.

7
 CHAPTER: 3

ACTIVE AND PASSIVE SAFETY

The terms "active" and "passive" are simple but important terms in the world of
automotive safety. "Active safety" is used to refer to technology assisting in the
prevention of a crash and "passive safety" to components of the vehicle (primarily
airbags, seatbelts and the physical structure of the vehicle) that help to protect
occupants during a crash.

3.1 Crash avoidance:

Crash avoidance systems and devices help the driver — and, increasingly, help the
vehicle itself — to avoid a collision. This category includes:

 The vehicle's headlamps, reflectors, and other lights and signals

 The vehicle's mirrors

 The vehicle's brakes, steering, and suspension systems

3.2 Driver assistance:

A subset of crash avoidance is driver assistance systems, which help the driver to
detect obstacles and to control the vehicle. Driver assistance systems include:

· DADS: DADS : Driver Alertness Detection System System to prevent

accident caused by fatigue
· Automatic Braking systems to prevent or reduce the severity of
collision.

· Infrared night vision systems to increase seeing distance beyond headlamp

range

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· Adaptive headlamps control the direction and range of the headlight beams to
light the driver's way through curves and maximize seeing distance without
partially blinding other drivers

· Reverse backup sensors, which alert drivers to difficult-to-see objects

in their path when reversing

· Backup camera

3.3 Vehicle colour:

A 2004 essay on the relation between car colour and safety stated that
no previous studies had been scientifically conclusive. Since then, a Swedish
study found that pink cars are involved in the fewest and black cars are involved
in the most crashes (Land transport NZ 2005). In Auckland New Zealand, a
study found that there was a significantly lower rate of serious injury in silver
cars, with higher rates in brown, black, and green cars. The Vehicle Colour
Study, conducted by Monash University Accident Research Centre (MUARC)
and published in 2007, analyzed 855,258 accidents occurring between 1987 and
2004 in the Australian states of Victoria and Western Australia that resulted in
injury or in a vehicle being towed away. The study analyzed risk by light
condition. It found that in daylight black cars were 12% more likely than white
to be involved in an accident, followed by grey cars at 11%, silver cars at 10%,
and red and blue cars at 7%, with no other colors found to be significantly more
or less risky than white. At dawn or dusk the risk ratio for black cars jumped to
47% more likely than white, and that for silver cars to 15%. In the hours of
darkness only red and silver cars were found to be significantly more risky than
white, by 10% and 8% respectively.

9
3.4 Lights and reflectors:

Vehicles are equipped with a variety of lights and reflectors to mark their
presence, position, width, length, and direction of travel as well as to convey the
driver's intent and actions to other drivers. These include the vehicle's headlamps,
front and rear position lamps, side marker lights and reflectors, turn signals, stop
(brake) lamps, and reversing lamps. School buses and Semi-trailer trucks in North
America are required to bear retro reflective strips outlining their side and rear
perimeters for greater conspicuity at night.

Daytime running lamps have been required in Nordic countries since the mid-
1970s, in Canada since 1990, and throughout the European Union since 7
February 2011.
3.5 Unused safety features:

Many different inventions and ideas which may or may not have been practical
about auto safety have been put forward but never made it to a production car.
Such items include the driver seat in the middle (to give the person a better view)
(the exception being the Mclaren F1 sports car), rear facing seats (except for infant
car seats), and control stick steering.

3.6 Post-crash survivability:

Post-crash survivability is the chance that drivers and passengers survive a

crash after it occurs. Technology such as Advanced Automatic Collision
Notification can automatically place calls to emergency services and send
information about a vehicle collision.

10
 CHAPTER: 4

ISSUES FOR PARTICULAR DEMOGRAPHIC

4.1 Infants and children:

Children present significant challenges in engineering and producing safe

vehicles, because most children are significantly smaller and lighter than most
adults. Safety devices and systems designed and optimized to protect adults —
particularly calibration-sensitive devices like airbags and active seat belts — can
be ineffective or hazardous to children. In recognition of this, many medical
professionals and jurisdictions recommend or require that children under a
particular age, height, and/or weight ride in a child seatand/or in the back seat, as
applicable. In Sweden, for instance, a child or an adult shorter than 140 cm is
legally forbidden to ride in a place with an active airbag in front of it. Childand
driver- controlled power window lockout controls prevent children from opening
doors and windows from inside the vehicle.

4.2 Infants left in cars:

Very young children can perish from heat or cold if left unattended in a parked
car, whether deliberately or through absentmindedness. In 2004 the U.S. NHTSA
estimated 25 fatalities per year among children left in hot cars.

4.3 Pregnant women:

When pregnant, women should continue to use seatbelts and airbags properly.
A University of Michigan study found that "unrestrained or improperly restrained
pregnant women are 5.7 times more likely to have an adverse fetal outcome than
properly restrained pregnant women". If seatbelts are not long enough, extensions
are available from the car manufacturer or an aftermarket supplier then.

11
 CHAPTER: 5
SAFETY DEVICES

5.1 Airbags:

Some people think that these are actually dangerous, but they have in fact
saved many, many lives. There are two main types of air bags, dual stage airbags
and side airbags. If needed, the dual stage airbags will go off at different times,
one in a minor accident and both in a more serious crash. Side airbags help to
prevent drivers and passengers from getting head injuries. Small children should
be in their car seats, in the back seat of your vehicle, where there are no airbags
that can actually injure them rather than save their lives.

DUAL STAGE FRONT AIRBAG:

The vehicle is equipped with adaptive dual-stage front airbags, the front airbag
is initially inflated with sufficient gas to reduce the risk of injury when a certain
deployment threshold is reached , based on further evaluation of the impact
severity by the electronic control unit within a few milliseconds t he front airbag is
inflated with the full quantity of gas.

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INTELLIGENT SYSTEM:

The driver’s front airbag is installed in the steering wheel housing whereas the
front passenger airbag is housed above the glove compartment. Upon deployment
a front airbag has the function to eliminate or reduce the risk of contact between
the driver’s head and chest and the steering wheel or the front passengers head and
chest and the dash board. The airbags which are installed in the position deployed
in the respective sections.

WORK OF SIDE AIRBAGS:

In case of deployment a side bag has a function to increase the protection

potential of the thorax of the occupant sitting in the side of the vehicle sustaining
an impact which generates a high rate of lateral vehicle deceleration or
acceleration over a significant period of time. The side bag deploys in the area of
the door below the side window directly next to the affected seat. The basic
principles for the evaluation of the necessity of the side bag deployment are
similar to those for the deployment of the front airbag in the event of the frontal
collision. However the accident situation must be much earlier in the event of the
side impact collision as the distance between the occupant and the object involved
in the collision is much smaller in the side collision than in the frontal collision.
During the collision with high lateral deceleration or acceleration sensed over a
significant period of time in an early phase of an impact.

13
WINDOW BAGS:

Window bags an option or standard typically in sedans or coupes which have

the function to increase the head protection potential for the occupant sitting on the
side of the vehicle receiving the impact. Upon deployment the window bag enfolds
in the area of the side windows. In general on the side of the vehicle receiving the
impact generally in the event of roll over.

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EFFECTIVE CO- OPERATION OF AIR BAGS:

Air bags can do a lot but not every thing An airbag increases the protection
potential for a vehicle occupant properly wearing a seat belt. However, even if
the vehicle is equipped with airbags occupants must still fasten their seat belts
properly before every trip. The vibration sensor which is connected in the circuit
of airbag deployed gives the signal to the airbag circuit for their action. On the
one hand, a front airbag is only deployed in event of an accident if the protection
potential offered by the seat belt needs to be supplemented the seat belt helps to
keep the occupant in a more favorable position to the airbag.

15
CRITERIA FOR CONTROL CENTER SYSTEM:

In order to determine the necessity to deployed an airbag the electronic control unit
evaluates the direction and the intensity of the vehicle deceleration or acceleration
over time during the early phase of an impact .The airbag deployment threshold are
variable and are adopted in response to the intensity of the sensed impact. Vehicle
deceleration or acceleration and the impact force direction are determined based on
the force distribution, the impact angle, the vehicle deformation characteristics and
the characteristics of the object with which the vehicle collides.

XDS GLASSES:

When you consider safety and security whether of a building, vehicle or even
houses glass is considered to be the weakest part compared with other materials.
The advantage with this new technology is the XDS glasses. The XDS helps you
to strengthen your existing one by as much as 400 percent then keeps it intact in
the frame even if the impact or force is strong enough to break it. The system is in
to two parts. First comes super-tough Mylar polyester with a scratch resistance
coating. There is also a specially formulated proprietary high temperature acrylic
adhesive which when applied to the glass actually penetrates the glass pores get
absorbed and hardened which in turn strengthen the glass. The out come is very
simple .The normal glass now becomes so strong it repels the object hurled on it.
These include the brick and bombs. If the car is met with an accident it reduces
injuries from flying glasses by over 80 percent.

16
The XDS glass holds up to 95% of the fragment together preventing injury from
scattered glass. The system protects against the heat and UV radiation and it keeps
up to 80% of heat from sunlight. It also absorbs almost 100% of harmful UV rays
preventing long term fading of interior of the automobiles.

5.3 Automatic emergency call (eCall):

A system that alerts emergency services (or a third party service provider) if a
severe crash occurs.

The eCall initiative aims to deploy a device installed in all

vehicles that will automatically dial 112 in the event of a serious road accident,
and wirelessly send airbag deployment and impact sensor information, as well as
GPS coordinates to local emergency agencies. eCall builds on E112. According to
some estimates, eCall could speed emergency response times by 40 percent in
urban areas and by 50 percent in rural areas.

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 VISION FOR THE FUTURE

The manufacturers are looking in to the possibility of a protective system the

automatically adapts itself to take in to account the current accident

situations and the car occupants. If developed a stage airbags could then become
an integral part of the system deploying before impact in several slower stages and
with greater volume of air in order to protect the occupants for a longer period of
time. Another priority for the airbags of tomorrow is to provide even more
personalized protection. For example, it should be possible to program the on
board computer with information such as the age, sex and biometric data of the
occupants in order to tailor the protection system to individual requirements.

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 CONCLUSION:

The recent trend manufacturer’s shows keen interest in safety

and pleasure riding. The seat belts and the airbags which are now a important
attachment of the cars must be utilized fully for safer riding. The weakest and most
hairdos part the glasses in cars are also now made to add safety with the advanced
technology. If this condition persists the safety factor in cars will reach a pioneer
position. With these kind of improved technology will pay way for usage of large
number of passenger cars.

19
 REFERENCE

· Making the Death Seat Safer Popular Science July 1950

 T Masuzawa, “state of the Art of Micromching –“Key note paper
CIRP Annals, vol.49/2/2003, P.473-488

· Directory Index: Ford/1930_Ford/1930_Ford_Brochure_02".

oldcarbrochures.com. Retrieved 2014-12-12.
· Gladwell, Malcolm (2004-01-12). "BIG AND BAD: How the S.U.V.
ran over automotive safety." (PDF). The New Yorker. Retrieved
2009-07-24.

 R Subramonium, SMK lyer, “Micro/ Meso –Mechanical

Manufacturing “, National Conference on Advances in Aerospace
Manufacturing, Feb. 2002,pp.103-6

 Dr.K Narayanaswamy – “Microfabrication Technology”-Proceedings

of IPROM 94 –Ba

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