vehicle safety with focus on airbag sensing...vehicle safety with focus on airbag sensing prof. dr....

Vehicle Safety with focus on Airbag SensingProf. Dr. Stefan Dominico

8. IEW 2018 - Prof. Dr. Dominico

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Wissen durch Praxis stärkt

1. Introduction to Vehicle Safety

2. Restraint Systems

3. Introduction to Airbag Sensing

4. Airbag Sensing (Calibration) Development

5. Future Trends

6. Lessons Learned (for real life)


Content

Page 3

1. Introduction to Vehicle Safety

8. IEW 2018 - Prof. Dr. DominicoPage 5

Worldwide Road Deaths by Region (2010)


Source: WHOIn total: 1.24 million per year!

1. Introduction

Some Statistics

Page 6

People killed in road accidents (Europe)


Source: IRTAD

2013: 33392014: 33772015: 34592016: 32062017: 3180

Some Statistics

1. IntroductionPage 7

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Deutschland: Getötete im Straßenverkehr 1953-2016

Germany: People killed in road accidents (1953 – 2017)


Some Statistics

Data: https://www.destatis.de/DE/ZahlenFakten/Wirtschaftsbereiche/TransportVerkehr/Verkehrsunfaelle/Tabellen_/Strassenverkehrsunfaelle.html

1970: 19193 (14 Mio cars)

1972: speed limit 100 kph on highways

1973: max. blood alcohol level: 0,8 ‰

1998: max. blood alcohol level: 0,5 ‰

1980: helmet by law

1984: belt by law

2014: ESC by law

2017: 3180(45 Mio cars)

1957: speed limit 50 kphwithin city limits


AFLAdaptive Forward Lighting

Pedestrian Protection

Brake Assist

Cornering Brake Control

CDCContinuous Damping Control

IDSPLUS

Traction Control

ESPPLUS

Under Steer Control

Occupant Protection

Multi Stage Airbag

Buckle PretensionerBelt Force Limiter

Thorax-Pelvis Side Airbag

Head (Curtain) Side Airbag

Pedal Release System

Robust Crash Structure

Child Protection

Occupant / Child Seat Detection


Vehicle Safety Overview


Vehicle Safety

Active Safety Accident Avoidance

Passive Safety Improve Crashworthiness

Driver Assist Systems:

• ABS, ESC, …

• Speed Control

• Distance Control

• Brake Assist

• Collision Warning

• Lane Departure Warning

• Blind Spot Detection

• Adaptive Forward Lighting AFL

• Car-to-Car Communication

• …

Structural Design

e.g. Stiff Occupant Compartment

Interior Design

e.g. Foamed Covers

Restraint Systems

e.g. Airbags, Belt Pretensioners

Others

e.g. Seat Belt Reminder

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The development of the vehicle safetyperformance is a big part during the development of a new car

Main objective of passive vehicle safety performance development is:

Protect occupants from injuries in case of an accident!

Protection is mainly achieved by design of vehicle structure and by restraint systems (airbags & belts)

How “good” a restraint system works depends on the design of the airbags & belts and on the sensing system which is responsible for deploying the restraint systems



Source: http://mengnews.joins.com/view.aspx?aId=2952791


The vehicle safety performance development includes the following aspects:

fulfillment of legal safety requirements for type approval

good insurance rating

good consumer rating


Vehicle Safety Performance Development


Type approval for a new car is based on UN regulations which cover vehicle safety, environmental protection, energy efficiency and theft-resistance (created by WP.29 of UNECE). This includes – among many other things – the following regulations regarding crashworthiness:

R11 — door latches and door retention components

R13-H — braking (passenger cars)

R13 — braking (trucks and busses)

R14 — safety belt anchorages

R16 — safety belts and restraint systems

R17 — seats, seat anchorages, head restraints

R27 — advance-warning triangles

R42 — front and rear protective devices (bumpers, etc.)

R43 — safety glazing materials and their installation on vehicles

R94 — protection of the occupants in the event of a frontal collision

R95 — protection of the occupants in the event of a lateral collision

R116 — protection of motor vehicles against unauthorized use


Legal (Safety) Requirements


R94 — protection of the occupants in the event of a frontal collision

R95 — protection of the occupants in the event of a lateral collision

ODB = Offset deformable barrier MDB = Moving deformable barrier

Frontal Impact ODB

56 kph

R94



Lateral Impact MDB

50 kph

R95

1. Introduction

Source: http://www.ernst-gruppe.de/produkte/crashsysteme/mobile_barrieren/

Page 15

Examples of front and side impact regulations in use



1. Introduction

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Goal: Minimize repair costs from low speed and parking accidents.

The initial insurance rating for a new car program is based on special crash tests solely.

+ both load cases are also conducted for rear impact


Insurance Rating

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10 kph

Override-/Underride Test

Source: http://azt-automotive.com/de/

RCAR 10°Rigid Wall/Barrier Test

15 kph

Source: [1]


Adult

Occupant

Protection

Child

Occupant

Protection

Pedestrian

Protection

Safety

Assist


SBR = Seatbelt Reminder SAS = Speed Assistance SystemsESC = Electronic Stability ControlLDW = Lane Departure WarningLKD = Lane Keeping DeviceLSS = Lane Support SystemsAEB = Autonomous Emergency

Braking

Consumer Rating

European New Car Assessment Program (Euro NCAP)


Adult Occupant Protection


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Consumer Rating

Frontal Impact ODB 64 kph Frontal Impact RW 50 kph

Side Impact MDB 50 kph Side Impact Pole 32 kph 15°

RW = Rigid Wall

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NCAP worldwide


Consumer Rating


Special load cases for US


IIHS Small Overlap (25%)

Source: http://www.iihs.org/iihs/ratings/ratings-info/frontal-crash-tests

Source: http://auto.howstuffworks.com/car-driving-safety/accidents-hazardous-conditions/28002-rollover-accidents-explained.htm

Rollover

Consumer Rating


General Motors New Rollover Crash Test Facility.mp4

General Motors New Rollover Crash Test Facility.mp4

Vehicle deformation zones

„soft zone“ (fascia + foam)

for pedestrian protection

„special deformation zone“ (crash box)

for low speed crash (insurance rating)


„structural deformation zone“ (front rails)

for high speed crash (occupant protection)

„survival space” (occupant protection)

Focus on Frontal Impact



Airbag Systems and Components

Airbag Equipment of a Seat

Source: http://www.seat.de/service-zubehoer/technik-lexikon/k/knieairbag.html

frontal airbags (driver and codriver bag) - in steering wheel or instrument panel (IP)

knee airbag - in IP(usually optional equipment)

side airbag (thorax bag) 1st row -in seat or B-pillar

head airbag (curtain bag) 1st and 2nd row - in roof rail

side airbag (thorax bag) 2nd row - in seat or C-pillar(usually optional equipment)

2. Restraint SystemsPage 25

Example: Frontal Airbags

gas generatorairbag (folded) with straps and ventholes


Airbag Systems and Components


Source: [1]

Page 26

How do they work?

Driver Airbag

CodriverAirbag

Timeline


Airbags


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Page 27

Some Questions …

What do you think:

How long does it take to inflate a typical

driver frontal airbag to full size?

Answer:

What do you think:

What is the deployment speed with which the airbag unfolds in the direction of the occupant?

Answer:

2. Restraint Systems8. IEW 2018 - Prof. Dr. DominicoPage 28

How do they work?


Airbags

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Another Question …

What do you think:

How long is the relevant crash time, during which the

main occupant injuries happen?

Answer:

2. Restraint Systems8. IEW 2018 - Prof. Dr. DominicoPage 30

We are too late – he suffocated

Answer:

Question:

Is a scenario like this possible?




bucklepretensioner

In the event of certain collisions, seat-belt pretensioners are designed to tighten the seat-belts pulling the driver and occupants more snugly into their seats in anticipation of an impact to help to reduce the likelihood of injury.

retractor pretensioner

lap pretensioner (at anchor)


Seat Belt: Pretensioners

Source: https://www.autoliv.com/ProductsAndInnovations/PassiveSafetySystems/Pages/Seatbelts/Pretensioners.aspx 2. Restraint Systems

Possible pretensioner positions:

Page 32

Seat-Belt Pretensioner: Removes slack („Gurtlose“)

Belt Force Limiter: Limits the max. force on

pelvis, ribs and shoulder


Seat Belt: Pretensioners + Force Limiter

Source: Chidester, Augustus: Evolution of Air Bag Technology -Including a Discussion of EDR Importance: NHTSA Präsentation. Blue Ribbon Panel Public Meeting, 2003

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Source: Nagel, Lutz: Lehrmaterial Passive Sicherheit. FH Zwickau, Stand: 2002

All pictures found on: http://insassenschutz.50webs.com/5_1_sicherheitsgurte.html


Question:

Did the developers do something wrong or why are there airbags

outside the occupant compartment?

Answer:

Source: www.ftd.de




3. Introduction to Airbag Sensing



What does “Airbag Sensing” do?

Other (normal Driving and Misuse)

Low Speed Impact(e.g. in Parking Lot)

High Speed Impact(Crash)

Events

no Airbag deploy

(“no-fire”)

Airbag deploy(„fire“)

Airbag Sensing

3. Airbag Sensing

no Airbag-deploy

(“no-fire”)

Airbag deploy(„fire“)

Parameters

• Vehicle Structure

• Sensors

• Algorithm

SensingSystem

Restraint Systems

Page 36

How does “Airbag Sensing” work – in a nutshell?

Event

Crash Sensors

Control UnitCalibration

Restraint Systems


Airbag Sensing

3. Airbag SensingPage 37

3. Airbag Sensing

Today the crash sensing system consists of electronical crash sensors that detect a crash and an airbag module (control unit) that decides if and when restraint systems have to be deployed to protect the occupants from injury.

Crash Sensors

Crash Sensing System

Airbag Module (SDM)

SDM - Sensing Diagnostic Module

Source: http://www.airbagcrash.com/

Pressure[mbar]

located e.g. in door cavitySource: https://picclick.de/Audi-A6-4F-Crachsensor-Drucksensor-Airbagsteuerger%C3%A4t-Airbag-263006536061.html

Acceleration [g = m/s²]

connected to structural parts of the vehicleSource: http://carparts4sale.com/air-bag-side-impact-crash-sensor-module-99-02-audi-a4-s4-8d0-959-643-b-cp036600


3. Airbag Sensing

What do you think:

How many crash sensors are available in a typical vehicle?

Answer:

A Question …


3. Airbag Sensing

„Maximum“ Sensor Configuration

SDM (g)EFS (g) center

EFS - Electronic Front SensorSIS - Side Impact SensorSDM - Sensing Diagnostic Module

EFS (g) right

EFS (g) left Roll

SIS right (p)

SIS left (p)

SIS right (g)„B-pillar“

SIS left (g)„B-Pillar“

SIS right (g)„C-Pillar“

SIS left (g)„C-Pillar“

Crash Sensor Locations


3. Airbag Sensing

What do you think:

How much does an acceleration crash sensor cost

(including mounting, cable, connector, …)?

Answer:



3. Airbag Sensing

„EU Standard“ Sensor Configuration

SDM (g)EFS (g) center


SIS right (g)„B-Pillar“




3. Airbag Sensing

„US Standard“ Sensor Configuration

EFS (g) right

EFS (g) left Roll

SDM (g)

SIS right (g)„B-Pillar“


SIS right (g)„C-Pillar“

SIS left (g)„C-Pillar“




3. Airbag Sensing

Which signals can be derived from acceleration sensors?

• acceleration (raw, filtered, mean, …)

• integral of acceleration (velocity, velocity change)

• sliding mean of acceleration

• double integral of acceleration (displacement)

• differences and sums of signals (e.g. relative velocity or relative displacement between two signals)

• derivative of acceleration (“jerk”)

• frequency content of acceleration signal (e.g. wavelet analysis)

• …

There is an infinite pool of ideas available, but it is always based on the same (limited) acceleration signal

Sensing Signals


3. Airbag Sensing

“The Big 5”

Airbag (Algorithm) Suppliers


4. Airbag Sensing (Calibration)

Development



How is a deploy decision being made?

Car drives around

no

wak

e-u

p

Sensor signals are evaluated (filtered,

integrated …)

wake-up no

SDM sends deploy signal to the relevant airbags/pretensionersyes

Airbags/pretensioners deploy

SDMSignal above certain algorithm thresholdno

yes

SDM

Critical Crash Event?

Algorithm falls asleep again

Crash sensors measure signal

4. Sensing DevelopmentPage 47

Calibration of the Sensing System

Normal Driving

Time [sec]

Time [sec]

Acc

ele

rati

on

[m

/s²]

ΔV

elo

city

[m/s

]

Crash

Threshold

t

dttatv0

)()(


How is a deploy decision being made?

4. Sensing Development

Airbag Deploy

Decision

Page 48

Which restraint devices will be deployed?

The acceleration crash sensors supply information about the crash direction (front, side, rear, rollover).

Depending on the crash direction and on the severity of the crash, different restraint systems can be deployed.

Frontal Crash: Pretensioners, Frontal Airbags (both sides)

Side Crash: Pretensioners (both sides)Thorax-Bag, Curtain Bag (only on impacted side)

Rear Crash: Pretensioners (both sides)

Rollover: Pretensioners (both sides)Curtain Bags (both sides)


Deploy Decision


Objective: Developing a sensing system, based on a limited

number auf laboratory tests (“load cases”), which

works in real life for all possible events that could

occur.

“deploy threshold”

deployzone

x

x

x

x

x

x

x

fire events• crash tests no-fire events

• no-fire crash tests• misuse tests• normal drivingnon-deploy

zone

x

xx

x

x

x x

x


Developing Sensing Calibration


Sensing Calibration

Frontal Impact(ECE-R94/EuroNCAP)

Frontal Impact (Insurance)

Lateral Impact(ECE-R95/EuroNCAP)

Lateral Impact(Insurance)

Rear Impact (Crash)Rear Impact

(Insurance)

Rollover

Misuse

US only


Load Cases for Sensing Calibration


A Selection of Crash Test Input for Sensing Calibration

v

30°

Frontal Crash Lateral Crash Rear Crash

~ 20 Load Cases ~ 15 Load Cases ~ 10 Load Cases


Load Cases for Sensing Calibration


low speed no deploy

mid speed deploy

high speed fast deploy


Load Cases: Example Frontal Impact


Misuse investigation includes events that can occur during the lifetime of a car but that are not critical for the occupant‘s health

The deploy of restraint systems in such cases is not needed and not wanted (e.g. in order to prevent high repair costs)

Misuse load cases are e.g.

Wild boar impact

Curb impact (longitudinal + lateral)

Potholes

Ramps

Bicycle impact

Door slam

… and many many more


Load Cases: Misuse


Steps during Development

Generating Sensing Data

• acceleration sensor data is recorded performing different vehicle tests (crash, misuse, …)

Calibrate Sensing System

• define requirements (fire vs. no-fire events, deploy target times, …)

• calibrate sensing system based on generated data

Validate Sensing System

• acceleration sensor data is recorded performing different vehicle tests (crash, …)

• check functionality and robustness of sensing system (e.g. are there any unwanted deploys, are the deploy target times met, …)




Sensor Combinations for Deployment of Restraint System

Example: Frontal Crash

In the early days of crash sensing the deploy decision was based only on an SDM sensor

Today an EFS sensor is (usually) included in the deploy decision

EFS (g) centerSDM (g)

Why?




SDM - Sensing Diagnostic Module

EFS - Electronic Front Sensor

Page 57

Sensor Combinations for Deployment of Restraint System1. It is always better to have more than one input for a deploy decision

(“confirmation concept”) – if in case of a single sensor this sensor is faulty, it might cause an unwanted deploy

2. The crash regulations and especially the Euro NCAP ratings require very fast deploy times for e.g. the ODB load case

Threshold

ODB

RCAR

SDM

Time [sec]

ΔV

elo

city

[m/s

]

Airbag Deploy Decision

needed for ODB

ODB vs. RCAR?

EFS

Time [sec]

ΔV

elo

city

[m/s

]

Airbag Deploy Decision

needed for ODB

Threshold




Sensor Combinations for Deployment of Restraint System

Usually there is more than one threshold per sensor signal

Example: 3 thresholds each – low, medium, high

Possible combination of threshold to deploy restraint systems:

SDM low + EFS high (ODB: deploy, RCAR: no deploy)

SDM mid + EFS mid (ODB: deploy, RCAR: no deploy)

SDM high + EFS low (ODB: deploy, RCAR: no deploy)

EFS mid

ODBRCAR

SDM

Time [sec]

ΔV

elo

city

[m/s

]

EFS

Time [sec]

ΔV

elo

city

[m/s

]

SDM low

SDM mid

SDM high

EFS low

EFS high




Calibration Example

ODB Test 1ODB Test 2

EFS Acc.

EFS Vel.

SDM Acc.

SDM Vel.

time dependent thresholds

wake-up of EFS

wake-up of SDM


deploy deploy deploydeploy



Avoiding Unwanted Deploys

An unwanted deploy means a deploy of the restraint systems in case of an event in which it is not necessary for the protection of the occupants to deploy airbags or pretensioners.

Why should this be avoided?

1. High repair costs (new pretensioners and airbags; new dash board)

2. The driver might loose control over the vehicle

3. The occupants loose protection

Think about the following scenario:

wal

l

curb




Rule of thumb for high speed frontal crashes(useful for estimating required deploy times)

The driver frontal airbag has to be fully inflated at the time when the relative displacement of the „free flying driver

head“ and the vehicle reaches 125 mm

Example:

125 mm are reached after 70 ms

latest deploy time should be:




Simplified deploy evaluation for high speed crashes(rule of thumb for estimating expected deploy times)

Frontal Impact – Velocity Thresholds

EFS > 5 m/s

& SDM > 1 m/s

Lateral Impact – Velocity Thresholds

SIS > 1 m/s

& SDM > 0,1 m/s







Example: Deploy time estimation

The following velocity vs. time curves at the EFS (frontal sensor) and at the SDM are given:

Estimate the deploy time for the restraint systems.

Answer:

0

1

2

3

4

5

6

7

8

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40

Ve

loci

ty C

han

ge [

m/s

]

Frontal Sensor

SDM

time [ms]

Page 64



How can you improve the deploy times if all other „classical“ measures did not help?

Frontal Impact – using vehicle speed information

Idea: If the car drives with a speed faster than a certain velocity (e.g. 40 kph), the sensing thresholds are reduced to deploy airbags faster for high speed crashes

Issues: What happens in case of a “high speed” RCAR?

What happens when being hit when standing at a traffic light?

Lateral Impact – using LVE (lateral velocity estimation)

Idea: If the car slides laterally with a speed faster than a certain velocity (e.g. 20 kph), the sensing thresholds are reduced deploy airbags faster for high speed crashes

Issue: How to “measure” the lateral speed?



Some more Questions …

What do you think:

Is it likely to deploy airbags when you slam on the brakes with full force?

Answer:

What do you think:

From which impact speed is it likely to deploy airbags when you hit a rigid wall (frontal impact)?

Answer:

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Some more Questions …

What do you think:

From which impact speed is it likely to deploy airbags in a frontal ODB crash?

Answer:

What do you think:

How fast - after the time of the first contact between vehicle and barrier - is a deploy decision needed for the Euro NCAP ODB (64 kph)?

Answer:



Structural Design for Sensing

When developing the front structure of a vehicle there are conflicting targets:

soft front

structurestiff front

structuresoft and stiff

front structure

Source: http://www.verkehrswacht-vechta.de/fw_airbag.php

Source: https://www.autoblog.com/2010/12/02/iihs-bumper-crash-test-study-mismatched/

Source: https://automobilkonstruktion.industrie.de/top-news/topbeitraege/das-verletzungsrisiko-reduzieren/




Why does Airbag Sensing need a soft and stiff front structure at the same time?

soft and stifffront structure

The front structure has to be soft enough to see enough deformation at the sensor position early enough during a high speed crash in order to deploy the airbags in time (if needed)

The front structure has to be stiff enough not to see too much deformation at the sensor position during a low speed crash in order to not deploy the airbags (if not needed)

The front structure has to be stiff enough to prevent vibrations during normal driving situations which could create signal at the sensor (issue: sensor wake-up)




Possible Frontal Sensor Positions

Mounted on the upper tiebar

Mounted on the bumper beam

Mounted on the front rail(s)

Source: http://www.boronextrication.com/2010/04/18/audi-q5-body-structure-materials-biw/




Additional Design Aspects

protect the sensor during the crash – select position of sensor behind structural parts (e.g. upper tiebar)

if position in front of structural parts is only possible position, protect sensor by special design

prevent vibrating parts of the vehicle (e.g. engine) to have contact with sensor; a gap is required (10-20 mm)

additional bracket


Crash Testing vs. CAE Crash Simulation

Crash Testing:

• First prototypes are available approximately 18 month before SOP (Start of Production)

• Prototypes are very expensive

• Limited number of vehicles and crash tests during development (~50 vehicles, 100-150 crash tests)

CAE Crash Simulation:

• CAE model is available early during development (more than 3 years before SOP)

• Almost no limitation in number of simulation runs

• Simulation results give insight in what really happens below the vehicle outer skin


CAE Crash Simulation



CAE Crash Simulation: Opel Insignia

So

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BIW + Doors

Front & Rear Axle

Engine

Engine Package

Bumper Beam

Hood

Fascia

Dummies

Belts

Size of finite elements: 4-7 mmNumber of finite elements: 2.000.000Simulation time on 32 CPUs: 1-2 days




40%

Initial Velocity: 64 kph

Top View

Side View

Load Case Front ODB 64 kph





What does Airbag Sensing also trigger?

Other safety features triggered by the SDM

- Pop-Up Bars for Convertibles

- Active Head RestSource: http://content.bmwusa.com/microsite/e88_showroom_2010/com/en/newvehicles/1series/convertible/2011/showroom/safety/rollover_protection.html

Source: http://www.auto-news.de/auto/news/bildergalerie_Neck-Pro-Aktive-Kopfstuetzen-in-vier-Mercedes-Modellreihen_id_14540

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What does Airbag Sensing also trigger?

Other safety features triggered by the SDM

- Door Unlock

- Fuel Pump Shut-Off

- Battery Cut-Off

- …

Source: https://upload.wikimedia.org/wikipedia/commons/c/ca/Mazda323_doorlocker.jpg

Source: https://www.autowerkstatt-autolackierung.de/elektronik-elektrik-auto-kfz/autobatterie-defekt-kaputt-kosten-guenstig-wechseln-kaufen.html


5. Future Trends



The Future of Airbag Sensing

… integration of camera information

… integration of radar information

Opel Opel

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16

79

5. Future TrendsPage 86


The Future of Airbag Sensing

… integration of car2car communication

Source: http://www.dlr.de/desktopdefault.aspx/tabid-79/7421_read-12172

… integration ofcar2x communication

Source: http://blog.mercedes-benz-passion.com/2012/08/ich-sehe-was-was-du-nicht-siehst-autos-knupfen-ihr-erstes-soziales-netzwerk/

… autonomous driving

Source: http://www.zeit.de/mobilitaet/2017-02/autonomes-fahren-autos-fahrer-lernen

5. Future TrendsPage 87

6. Lessons Learned(for real life)



Lessons Learned

6. Lessons Learned

Always buckle up…

… also in the rear seats! People from the rear seats can kill people in the front row!

And don‘t do this:

Sou

rce:

h

ttp

://p

ress

24

.net

/new

s/4

60

62

82

/fra

u-b

ei-u

nfa

ll-ve

rlet

zt-l

egen

-sie

-nie

-die

-f-

e-au

f-ei

nen

-air

bag

Sou

rce:

h

ttp

s://

ww

w.d

vr.d

e/p

rogr

amm

e/

kin

d-u

nd

-ver

keh

r/

Page 91

[1] Kramer, Florian (Hrsg.): „Integrale Sicherheit von Kraftfahrzeugen“, 4. Auflage, Springer Vieweg, Wiesbaden 2013

[2] „Safety Companion 2017“, carhs.training gmbh, Alzenau


Sources

Page 95

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