Restraint systems

Cover glass with safety film and, if necessary, install restraint systems... 

Jackson, R.K., Kieffer, VA., Sauber, J.J. and King, G.L. (1988). A tether-restraint system for blood collection from ferrets. Lab. Anim. Sci. 38 625-628. 

The basic idea of the airbag as a passive restraint system in a motor vehicle was already patented for the first time in Germany in 1951. 

Storage areas for hazardous materials, also compressed gas storage and restraint systems... 

Sanderson [2] prepared the energetic thermoplastic elastomer poly(3,3-bis (azidomethyl)-oxetane), (II), for use as a binder for a propellant, explosive, or gas generant for a supplemental restraint system in automobiles. Random block copolymers of poly(azidomethyloxirane) and poly(3,3-bis(azidomethyl)oxe-tane), (III), were also prepared by Sanderson [3] using toluene diisocyanate as the coupling agent. 

As an example, we describe the work flow for developing an angular-rate sensor, which is implemented in automobile navigation systems as a supplementary inertial-detection system in addition to GPS. (Sensors of similar design are also used in passenger-restraint systems for rollover detection.)... 

Starting in 2004, the second level (pre-fire) will be feasible. Using pre-crash information, restraint systems can be triggered before the crash according to the requirement. But because information about the mass of the obstacle is not yet available before the crash, new restraint mediums must be developed, for example, the reversible belt tightener, which can function several times. 

GOA Glossary of Automotive Inflatable Restraint Systems Surface Vehicle Information... 

SVO SAE Vehicle Occupant Restraint Systems and Components Standards Manual ... 

Stapp [1970] conducted rocket-sled experiments in the 1940s on belt-restraint systems and achieved a substantial human tolerance to long-duration, whole-body acceleration. Safety belts protected mihtary personnel exposed to rapid but sustained acceleration. The experiments enabled Eiband [1959] to show in Figure 53.1 that the tolerance to whole-body acceleration increased as the exposure duration decreased. This linked human tolerance and acceleration for exposures of 2 to 1000 msec duration. The tolerance data is based on average sled acceleration rather than the acceleration of the volunteer subject, which would be higher due to compHance of the restraint system. Even with this limitation, the data provide useful early guidelines for the development of military and civilian restraint systems. 

The relationship between injury criteria and the mechanics of restraint systems are important to insure the safety of wheelchair users in motor vehicles. Hip and head deflection are often used criteria for determining potential injury. The automotive industry has invested considerable effort for research and development to protect vehicle passengers. Research is not nearly extensive for the passenger who remains seated in a wheelchair while traveling. Many wheelchair and occupant restraint systems copy the designs used for standard automobile seats. However, this type of design may not be appropriate. 

In engineering,pflsvzvc controls are those that maintain safety by their presence— basically, the system fails into a safe state or simple interlocks are used to limit the interactions among system components to safe ones. Some examples of passive controls that maintain safety by their presence are shields or barriers such as containment vessels, safety harnesses, hardhats, passive restraint systems in vehicles, and fences. Passive controls may also rely on physical principles, such as gravity, to fail into a safe state. An example is an old railway semaphore that used weights... 

Much as I support the objective of reducing the oxidation role of the flexible restraint system, I feel that it is not sensible to operate reactors with empty fuel channels. It may be that you have solved the problem of the restraint system at the expense of irretrievable problems on graphite physics properties. You have not mentioned these matters in your lecture. Can you assure me that these have been adequately covered ... 

The core is In the form of a 28 sided polygon vMch is constructed from 11 layers of keyed graphite bricks vMch are held in position by a tenperature conpensated restraint system. The prime function of the core restraint system is to prevent disruption of the core bricks viuLch could inhibit control rod insertion and cause fuel channel blockage. It positively constrains the core without offering any resistance to radial and vertical thermal expansions which occur during normal operational transients. 

The core restraint system (Figure 2) coiprises the main restraints, the antirotation restraint and the top reflector restraint. 

We can classify vehicle crashworthiness analysis into two categories vehicle structural analysis, and occupant injury analysis. The structural analysis studies how the vehicle structure absorbs the energy of the crash to bring the vehicle from motion to rest. The result of the structural analysis is an acceleration history of the occupant compartment. Contrariwise occupant injury analysis quantifies how the occupant interacts with the restraint system when exposed to specified acceleration history. Then the acceleration history (the crash pulse) coimects the structural analysis to the occupant injmy analysis. 

One ofthe essential characteristic of avehicle structural response in crash testing represents the crash pulse. The substance of the crash response depends on the mass, structural stiffriess, damping at the location of crash, and on interactions from neighboring components. The aim of crash pulse analysis consists in affecting vehicle structural design to decrease the risk of occupant injury. Two approaches are usually used to solve this task. In the first approach the crash pulse is assumed to be fixed and the restraint systems are designed to protect occupants subject to that pulse. 

Conversely in the second one the restraint systems is assumed to be fixed and the structure of the vehicle is shaped to change the crash pulse to minimize the risk of occupant injury. In recent years a lot of studies arose in the field of the crash pulse analysis. We provide here short review some of them. 

Cheng 2006) smdied the optimal kinematics of the occupant in frontal impact, and then investigated optimal crash response according to the optimal occupant kinematics. He found the optimal crash pulse for Unear restraint description and also suggested formulation of numerical optimization to find tUe optimal crash response for general restraint systems. 

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