SESSION -: 2016 – 17

DEPARTMENT - MECHANICAL ENGINEERING

SUBJECT - SEMINAR REPORT
TOPIC - “SAFETY FEATURES IN CAR”

SUBMITTED TO SUBMITTED BY
ER. AMIT SHARMA SACHIN KUMAR
( HOD ) B.TECH (5th SEM)
144744010

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 CERTIFICATE

Certificate that this seminar report “SAFETY FEATURES IN CAR”

is the technical seminar work of ‘SACHIN KUMAR’, submitted in

partial fulfilment of the requirements for the award of the ‘B.TECH’

Degree in ‘Mechanical Engineering’ of the ‘Shri Siddhi Vinayak
Institute Of Technology , Bareilly’ during the academic year 2016-17

GUIDE SIGNATURE

Mr. Kapil Sharma

(ASST. PROFESSOR of MECHANICAL DEPARTMENT)

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 ACKNOWLEDGEMENT

I would like to express my special thanks of gratitude to my teacher

‘Mr. Kapil Sharma’ , as well as our HOD ‘Mr. Amit Sharma’
who gave me the golden opportunity to do this wonderful seminar
on the topic safety features in car, which also helped me in doing a
lot of Research and i came to know about so many new things I am
really thankful to them.
Secondly i would also like to thank my and friends who helped me a
lot in finalizing this seminar within the limited time frame.

THANKING YOU Your Sincerely

Sachin kumar

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 CONTENTS

 Introduction

 Different Types Of Safety Feature In Car

 Airbag System

 Type Of Airbag System

 Properties Of Airbag System

 Antilock Brake System

 Electronic Stability Control System

 Auto Emergency Braking System

 Adaptive Cruise Control System

 Head Restraints System

 Forward Collision Warning System

 Advantages For Safety Feature Of Car

 Disadvantages For Safety Feature Of Car

 Conclusion

 Reference

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 INTRODUCTION

Given the generally claptrap nature of the earliest automobiles, it's not exactly surprising that
as soon as Americans began driving cars, they also began to be killed by them. Before the
dawn of the 20th century, there were already more than two dozen motor vehicle deaths. That
escalated into the five-digit range in the late Teens, and the 50,000-range in the 1970s (before
beginning a marked decline).
Even in the hands of an expert driver, a car can occasionally become a large, high-speed
projectile. When piloted by drunk, distracted idiots, that risk only increases. Multiply that by
all the miles we drive across our sprawling nation every year, our historical aversion to
proper driver education, our entrepreneurial spirit, and our love of solutions that address
effects while ignoring causes, and you can easily understand why automotive safety devices
have proliferated here in the USA. Many of these were extremely useful, if quite slow in
arriving. The first turn signals didn't show up until Buick launched them in 1937. The first
front seat belts didn't appear until Tucker installed them in his experimental car in 1948—
ditto for the padded dashboard—and these features didn't become common options until the
'50s or '60s. Despite millions of avoidable fatalities, mandatory seat belt laws were fought
tooth-and-nail by auto manufacturers, and didn't appear until 1984. A similar bout of safety
advocacy and industry resistance predated the 1989 front-airbag legislation. Some 300,000
lives have been saved in the past 40 years by these two relatively simple devices.
Of course, not every safety innovation was as successful—or well designed. In fact, many
were downright moronic, if not dangerous. One of the earliest was the 1907 O'Leary Fender,
a sort of mesh cow-catcher (er, human catcher) that bolted to the front of your vehicle and
was meant to shovel pesky pedestrians aside. (It didn't.) Just a decade later, the Pennsylvania
Rubber Company sucked up a major failure when it tried to improve vehicle handling by
adding scores of tiny suction cups to its tires' contact patches. (Roads were quite new at this
point, as, apparently, was any concept of physics.).

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 AIRBAG

INTRODUCTION:

The airbag specified for automobile use traces it origins to air-filled bladders as early as 1941. John
W. Hetrick, an industrial engineer and member of the United States Navy, designed the original
safety cushion commonly referred to as an airbag. It was designed based on his experiences with
compressed air from torpedoes during his service in the navy, as well as a need to provide protection
for his family in their automobile during accidents. Hetrick worked with the major American
automobile corporations at the time, but they chose not to invest in it.
In 1967, a breakthrough occurred in the development of airbag crash sensors when Allen K. Breed
invented a mechanically-based ball-in-tube component for crash detection, an electromechanical
sensor with a steel ball attached to a tube by a magnet that would inflate an airbag under a 30 milli-
second window. Sodium azide instead of compressed air was also used for the first time during
inflation. Breed Corporation then marketed this innovation first to Chrysler.

OBJECTIVE OF AIRBAG :

The main objective of an air bag is to lower the number of injuries by reducing the fore exerted by
steering wheel and the dashboard or any point on the body. This is accomplished in two ways:
1. By increasing the interval over the force being applied
2. By spreading the fore over a large area of the body
The airbag system has been engineered to work with the pressure between the passenger and
steering wheel, in a fraction of second. The airbag unit must also stay intact at low velocity
collisions.
The crash sensor, which detects the collisions and trigger the bag, to inflate must take all those
constraints into account. The operation of deflation happens when N2 generation stops, gas
molecules escape the bag through vents. The pressure inside the bag decreases and the bag deflates
slightly to create a soft cushion. By 2 seconds after the initial impact, the pressure inside the bag has
reached atmospheric pressure.
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DEFINITION:

An airbag is an elastic bag or cushion like makeup which inflates and deflates quickly at some stage
in certain types of car accidents. It is a safety device aimed at preventing or minimizing injury to
passengers when such an accident occurs.

TYPES OF AIRBAGS:
1. Frontal Airbags
2. Shaped airbag
3. Side Airbag
4. Side Torso Airbag
5. Curtain airbag
6. Knee Airbag
7. Rear Curtain Airbag
8. Centre Airbag

WORKING PRINCIPLE OF AIRBAGS IN CAR:

The design is conceptually simple; a central "Airbag control unit" (ACU) (a specific type of ECU)
monitors a number of related sensors within the vehicle, including accelerometers, impact sensors,
side (door) pressure sensors, wheel speed sensors, gyro scopes, brake pressure sensors, and seat
occupancy sensors. When the requisite 'threshold' has been reached or exceeded, the airbag control
unit will trigger the ignition of a gas generator propellant to rapidly inflate a fabric bag. As the
vehicle occupant collides with and squeezes the bag, the gas escapes in a controlled manner through
small vent holes.
The airbag's volume and the size of the vents in the bag are tailored to each vehicle type, to spread
out the deceleration of (and thus force experienced by) the occupant over time and over the
occupant's body, compared to a seat belt alone.

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Fig.1 Working Principle of Airbags

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REACTION SEQUENCE:

Inside the airbag is a gas generator containing a mixture of NaNO3, KNO3, and SiO2 . The signal
from the deceleration sensor ignites the gas generator mixture by an electrical impulse when head-
on collision, creating the high temperature conditions necessary for sodium asides to decompose at
300˚C . This causes a relatively slow kind of detonation (Deflagration) that liberates a pre -calculated
volume of N2 gas through series of chemical reaction, which fills the air bag.

2 NaN3 → 2 Na + 3 N2 (g)

The first reaction is the decomposition of NaN3 under high temperature conditions using an electric
impulse. This impulse generates to 300°C temperatures required for the decomposition of the NaN3
which produces Na metal and N2 gas. Since Na metal is highly reactive, the KNO3 and SiO2 react
and remove it, in turn producing more N2 gas.

10 Na + 2 KNO3 → K2O + 5 Na2O + N2 (g)

The second reaction shows just that. The reason that KNO3 is used rather than something like
NaNO3 is because it is less hygroscopic. It is very important that the materials used in this reaction
are not hygroscopic because absorbed moisture can de-sensitize the system and cause the reaction to
fail.

K2O + Na2O + 2 SiO2 → K2O3Si + Na2O3Si (silicate glass)

The final reaction is used to eliminate the K2O and Na2O produced in the previous reactions because
the first-period metal oxides are highly reactive. These products react with SiO2 to produce a silicate
glass which is a harmless and stable compound.

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AIRBAG PRODUCTION PROCESS:
The following flow chart shows a typical manufacturing line airbag. Refer figure no . 2

Fig.2. Airbag fabric productions flow-chart

Airbags can be manufactured by either of the mechanisms of fabric manufacturing, namely weaving
and non-woven fabric manufacturing process.

EXPLAINATION OF TYPE OF AN AIRBAG :

FRONT AIRBAG SYSTEM :

Front airbags have been standard on all new cars since 1998 and light trucks since 1999. Most
vehicles had them even before then. Crash sensors connected to an onboard computer detect a
frontal collision and trigger the bags. The bags inflate in a few milliseconds the blink of an eye then
immediately start deflating.

While airbags have saved thousands of lives, they also have the potential to cause injury or even
death to children or to occupants who aren’t using a seatbelt. Children under 12 should be seat ed in

The rear in an appropriate restraint system and rear-facing child seats should never be installed in
front seats equipped with airbags. Adaptive, or dual-stage front airbags, introduced in 2003, became
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standard across the board by the 2007 model year. Most airbag systems now detect the presence,
weight, and seat position for the driver and front passenger, and deactivate or de -power front airbags
as appropriate to minimize the chance of injury to drivers positioned close to the wheel, out -of-
position occupants or children.

SIDE AIRBAG:

Side airbags. Torso protecting side-impact airbags for front-seat passengers are also nearly
universal, and some automakers offer side airbags for rear-seat passengers, as well. Side airbags are
fairly small cushions that pop out of the door trim or the side of the seatback. They help protect the
torso, but most aren’t effective in protecting the head. Nearly all new models today also include
additional “side curtain” bags that deploy from above the windows and cover both front and rear
side windows to prevent occupants from hitting their heads and to shield them from flying debris. A
curtain bag often also stays ‘inflated’ longer in most cases to also keep people from being ejected
during a rollover or a high-speed side crash. The better head-protection systems deploy the side-
curtain bags if the system detects that the vehicle is beginning to roll over.

KNEE AIRBAG:

The second driver's side and separate knee airbag was used in the Sport age (a Korean SUV
launched in 1995) and has been standard equipment since then. The airbag is located beneath the
steering wheel. Deployed passenger knee airbag in a Toyota Tundra after a frontal collision test, the
driver side knee airbag also deployed. Blue and yellow markings indicate the dummy's knees.

The Toyota Caldina introduced the first Driver-side SRS knee airbag on the Japanese market in
2002. Toyota Agenesis became the first vehicle sold in Europe equipped with a driver's knee airbag.
The Euro NCAP reported on the 2003 Agenesis, "There has been much effort to protect the driver's
knees and legs and a knee airbag worked well."[Since then certain models have also included front
passenger knee airbags, which deploy near or over the glove compartment in a crash. Knee airbags
are designed to reduce leg injury. The knee airbag has become increasingly common from 2000.

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SIDE CURTAIN AIRBAG:

Curtain airbags are a form of side airbags that usually deploy from the roof or door and inflate
across the windows to protect a persons head and upper body from broken glass injuries. Side
airbags that provide head protection are proven to reduce a drivers risk of death in driver -side
collisions by over 35%, and an astonishing more than 50% for SUV drivers .

CAR CONTAINING DIFFERENT TYPE OF AIRBAG

Fig. 3

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PHYSICAL TESTING OF COATED AND UNCOATED AIRBAG:

Two airbag fabric (coated and uncoated) with given constriction details have been tested for
physical properties and following result were obtained. Table no. 2.

Parameters Uncoated Coated

Thickness 0.013 0.107

Weight (oz / sq.yd) 5.69 8.30

Tensile strength

Warp 533 450

Filling 549 478

Elongation

Warp 33.6 28

Filling 35.3 38

Tongue tear

Warp 199.4 85

Filling 192.5 83

Table no. 2

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FABRIC CONSTRUCTION FOR AIR BAGS

Mostly used raw material for the airbag fabric is nylon 66 yarn in the deniers ranging from
420 to 840. The side impact airbags used 1880 D nylon-6.6. Table no. 1 shows the type,
denier, gsm, stiffness etc. these fabrics are generally woven with the constriction of

 840 X 840 D, 98 X 98 /dm plain weave, 60” width.

 420 X 420 D, 193 X 193 /dm plain weave, 60” width.

Table no. 1: constructional detail of fabric

Commonly, the airbag made were coated by neoprene, but recently silicon coated and
uncoated varieties have become popular. Coated airbag are generally preferred for driver
seats. The weight per unit length uncoated one is higher than coated bags, i.e. 244 to 257 Vs
175 g/m2. Usually Rapier with insertion rate of 400 m/min has been found most suitable for
weaving airbags. Since, it can maintain warp tension with accuracy of 1 CN per warp. Even
water jet and air jet with insertion rate of 600 m/min are being used.

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PROPERTIES OF AIRBAGS

 High Tensile strength

 High Tear strength
 Low Air permeability
 Good Heat capacity
 Good Folding behaviour
 Better Energy absorption
 Good Coating adhesion
 Functionality at extreme hot and cold conditions
 Package ability
 Reduced skin abrasion (softness)
 Good heat stability
 Free of knots, splices, spots and broken ends.

1. ANTILOCK BRAKE SYSTEM (ABS)

ABS (Antilock Braking System) reduces the risk of tyres skidding under heavy braking and allows
the driver to maintain steering control of the car. ABS only operates under heavy braking or on
slippery surfaces. Before antilock brakes came along, it was all too easy to lock up the wheels (stop
them from turning) during hard braking. Sliding the front tires makes it impossible to steer,
particularly on slippery surfaces. ABS prevents this from happening by using sensors at each wheel
and a computer that maximizes braking action at each individual wheel to prevent lock-up. ABS
allows the driver to retain steering control while braking, so that the car can be maneuvered around
an obstacle, if necessary. Some drivers, unaccustomed to ABS actuation, may be alarmed as the
pulsing sensation conveyed through the brake pedal and chattering at the wheels when used. Not to
worry. This is the system rapidly applying the brakes to provide maximum power and control. The
trick is to push hard on the pedal and let the system do its job.

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 Fig . 3(Antilock Brake System )

2. ELECTRONIC STABILITY CONTROL

Electronic Stability Control (ESC) helps drivers to avoid crashes by reducing the danger of
skidding, or losing control as a result of over-steering. ESC becomes active when a driver loses
control of their car. It uses computer controlled technology to apply individual brakes and help bring
the car safely back on track, without the danger of fish-tailing.

HOW DOES ESC WORK

ESC works by using a number of intelligent sensors that detect any loss of control and automatical ly
apply the brake to the relevant wheel, putting your car back on the intended path.

ESC is of assistance to the driver in:

 correcting impending oversteering or understeering;

 stabilising the car during sudden evasive manoeuvres;
 enhancing handling on gravel patches, such as road shoulders; and
 improving traction on slippery or icy roads.

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Not all ESC systems are identical. The hardware is similar, but there are variations in how ESC
systems are programmed to respond once loss of control is detected.
Naturally, the degree of effectiveness of ESC is dependent upon the amount of traction between the
road and the car. Therefore on a car with old, worn or inappropriate tyres (eg: non winter tyres on
ice and snow), ESC will be less effective than on a car with new tyres or tyres specific to a road
environmental condition.

MAKE STABILITY-CONTROL SYSTEM NAME

Acura Vehicle Stability Assist (VSA)
Audi Electronic Stability Program (ESP)
BMW Dynamic Stability Control (DSC)
Buick StabiliTrak
Cadillac StabiliTrak
Chevrolet Active Handling (cars); StabiliTrak (SUVs)
Chrysler Electronic Stability Program (ESP)
Dodge Electronic Stability Program (ESP)
Ford AdvanceTrac
GMC StabiliTrak
Honda Vehicle Stability Assist (VSA)
Hyundai Electronic Stability Program (ESP)
Infiniti Vehicle Dynamic Control (VDC)
Jaguar Dynamic Stability Control (DSC)
Jeep Electronic Stability Program (ESP)
Kia Electronic Stability Program (ESP)
Land Rover Dynamic Stability Control (DSC)
Lexus Vehicle Stability Control (VSC)
Lincoln AdvanceTrac
Mazda Dynamic Stability Control (DSC)
Mercedes-Benz Electronic Stability Program (ESP)
Mini Dynamic Stability Control (DSC)
Mitsubishi Mitsubishi Active Skid and Traction Control System (M-ASTC)
Nissan Vehicle Dynamic Control (VDC)

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Fig. 4 (electronic stability control)

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 3. AUTO EMERGENCY BRAKING SYSTEM (AEB)

Auto Emergency Braking (AEB) is a vehicle safety technology has the potential to prevent a
crash or reduce the impact speed of a crash.
 capacity of the car and Alert the driver to an imminent crash and help them use the
maximum braking
 Apply the brakes independently of the driver if the situation becomes critical .
It is important to note that AEB systems are designed to support the driver only in emergency
situations and that the driver remains responsible for the vehicle at all times. AEB systems
use sensors, radar, laser or cameras to monitor for risk and detect potential collisions with
other vehicles, pedestrians or hazards.
Although AEB systems vary in their functionality, most systems will provide a warning
(audible and/or visual) to the driver. AEB systems will also intervene and brake the vehicle
automatically if the driver does not respond. Some systems will also charge the brakes in
order to provide the most efficient braking and prepare the vehicle for collision by pre-
tensioning the seatbelts. Some AEB systems deactivate if they detect avoidance action being
taken by the driver.
Crash avoidance systems can be classified into three main categories:

LOW SPEED SYSTEM – This version targets city driving where crashes often occur at
low speeds but can cause debilitating injury such as whiplash injuries. Typically, these
systems look for the reflectivity of other vehicles and are not as sensitive to pedestrians or
roadside objects.

HIGHER SPEED SYSTEM – this version typically utilises long range radar to scan
further ahead of the vehicle (up to 200 metres) at higher speeds.

PEDESTRIANS – these versions use a camera combined with radar to detect vulnerable
road users through their shape and characteristics.

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The way in which pedestrians move relative to the path of the vehicle is calculated to
determine whether they are in danger of being struck. These three systems of AEB are not
mutually exclusive and there are vehicles that may have two or more versions. It is important
to note that within each type of system there will also be variation in functionality depending
on the manufacturer and even car model (in terms of warnings, braking function, time-to-
collision etc.) .

Fig. 5 (Auto Emergency Braking)

ALTERNATIVE NAMES FOR AEB

 Pre Sense Plus (Audi)

 Driving Assistant Plus (BMW)
 Active City Stop (Ford)
 Collision Mitigation Braking System (Honda)
 Pre-collision Safety System with Brake Assist (Lexus)
 Smart City Brake Support (Mazda)
 PRE-SAFE Brake (Mercedes-Benz)
 City Collision Mitigation (Mini)
 Forward Collision Mitigation (Mitsubishi)
 Pre-Collision Braking System (Eyesight) (Subaru)
 Pre-Crash Safety System (Toyota)

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 4. ADAPTIVE CRUISE CONTROL SYSTEM

Adaptive cruise control (ACC) is an intelligent form of cruise control that slows down and
speeds up automatically to keep pace with the car in front of you. The driver sets the
maximum speed just as with cruise control then a radar sensor watches for traffic ahead,
locks on to the car in a lane, and instructs the car to stay 2, 3, or 4 seconds behind the person
car ahead of it (the driver sets the follow distance, within reason).
ACC is now almost always paired with a pre-crash system that alerts you and often begins
braking. Adaptive cruise control is also called active cruise control, autonomous cruise
control, intelligent cruise control, or radar cruise control. This is the case because distance is
measured by a small radar unit behind the front grille or under the bumper. Some units
employ a laser, while Subaru uses an optical system based on stereoscopic cameras.
Regardless of the technology, ACC works day and night, but its abilities are hampered by
heavy rain, fog, or snow.
ACC is a crucial part of the self-driving cars of the near future. On an autonomous driving
car, ACC needs to track the car in front but also cars in adjacent lens in case a lane change
becomes necessary.

WORKING OF ACC:

adaptive cruise control, you start the same as you would with standard cruise control. The
driver turns ACC on, accelerates to the desired speed, then presses the “Set” button. It’s then
possible to tweak the “+” and “-” buttons to raise or lower the speed, typically by in 1 or 5
mph increments. Lastly, the driver can set the desired gap behind the next car, most
commonly by pressing a button to cycle among short, medium, and long following distances.
Some automakers show icons with 1, 2 or 3 distance bars between two vehicle icons. Others,
such as Mercedes-Benz, show the following distance in feet, though it’s really in seconds of
following gap translated to feet — for example, 200 feet of following distance at 60 mph (88
feet per second) is about 3 seconds.
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An indicator in the instrument panel or head-up display shows a car icon and often what
looks like converging-at-infinity lines, indicating the roadway. When radar detects a car
ahead, a second car icon appears or the lone car icon changes color.
When you’re just starting out in a newly acquired car with ACC, start with the longest
following distance. If you set the closest following distance, you’ll get nervous if the
following distance seems to get dangerously close and you’re not sure if ACC is actually
working. Most likely it is working and the driver may have lightly brushed the brake pedal,
didn’t realize it, and now ACC is available but not engaged.

Fig. 6 (Adaptive cruise control)

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 5. HEAD RESTRAINTS SYSTEM

Head rests are important safety features and should be fitted to all seats - front and back.
Head rest position is critical for preventing whiplash in rear impact crashes.
Whiplash is caused by the head extending backward from the torso in the initial stage of rear
impact, then being thrown forward. To prevent whiplash the head rest should be at least as
high as the head's centre of gravity (eye level and higher) and as close to the back of the head
as possible.

WORKING OF HEAD RESTRAINTS SYSTEM :

Head restraints are an automotive safety feature, attached or integrated into the top of each
seat to limit the rearward movement of the adult occupant's head, relative to the torso, in a
collision — to prevent or mitigate whiplash or injury to the cervical vertebrae. Since their
mandatory introduction in the late 1960s, head restraints have prevented or mitigated
thousands of serious injuries.
A patent for an automobile "headrest" was granted to Benjamin Katz, a resident of Oakland,
California, in 1921.Additional patents for such devices were issued in 1930 and in 1950, and
subsequently. The major U. K. supplier of head restraints, Karobes, filed patents in the late
1950s and was still competitive in 1973 when British tests evaluated the quality of these
devices.
Optional head restraints began appearing on North American cars in the late 1960s, and were
mandated by the U.S. National Highway Traffic Safety Administration (NHTSA) in all new
cars sold in the U.S. after 1 January 1969. The U.S. regulation, called Federal Motor Vehicle
Safety Standard 202, requires that head restraints meet one of the following two standards of
performance, design, and construction:

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  During a forward acceleration of at least 8g on the seat supporting structure, the
rearward angular displacement of the head reference line shall be limited to 45°
from the torso reference line, or
 Head restraints must be at least 700 mm (27.6 in) above the seating reference point in
their highest position and not deflect more than 100 mm (3.9 in) under a 372 N·m
(3,292 in·lbf) moment. The lateral width of the head restraint, measured at a point
either 65 mm (2.56 in) below the top of the head restraint or 635 mm (25.0 in) above
the seating reference point must be not less than 254 mm (10.0 in) for use with bench
seats and 171 mm (6.73 in) for use with individual seats. The head restraint must
withstand an increasing rearward load until there is a failure of the seat or seat back, or
until a load of 890 N (200 lbf) is applied.
An evaluation performed by NHTSA in 1982 on passenger cars found that "integral" head
restraints—a seat back extending high enough to meet the 27.5 in (698.5 mm) height
requirement—reduces injury by 17 percent, while adjustable head restraints, attached to the
seat back by one or more sliding metal shafts, reduce injury by 10 percent. NHTSA has said
this difference may be due to adjustable restraints being improperly position.

Fig . 7 (Head restraints system)

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 6. FORWARD COLLISION WARNING

Forward collision Warning is a vehicle safety technology has the potential to prevent a crash
or reduce the impact speed of a crash. Forward collision warning alerts the driver to an
imminent crash so they can begin to take preventative action. It is important to note that these
systems are designed to support the driver only in emergency situations and that the driver
remains responsible for the vehicle at all times.
Forward-collision warning with automatic emergency braking is the biggest safety
advancement since the introduction of stability control over two decades ago,” says Jake
Fisher, director of auto testing for Consumer Reports. “This is such an important safety
feature that all other manufacturers should bring it to their vehicles as soon as possible.”

HOW THE SYSTEMS WORK:

Forward-collision warning (FCW) uses cameras, radar, or laser (or some combination
thereof) to scan the road ahead and to alert the driver if the distance to a vehicle ahead is
closing too quickly.The systems alert the driver with an audible, haptic (touch), and/or visual
cue. More advanced systems include automatic emergency braking that can stop a car
quickly enough to avoid a collision at modest speeds, or at the very least reduce the closing
speed. At freeway speeds, the systems may not be able to completely stop the car in time, but
they will still apply the brakes to reduce the force of the collision.

Fig.8 (Forward collision Warning)

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 ADVANTAGES OF SAFETY FEATURES IN CAR

 The main advantage of having the car safety feature for your passengers is that they
provide an additional level of protection in the event of a car accident. This added
protection can be the difference in some circumstances between life and death.

 They also reduce the risk that you or your passengers will collide with parts of the car.

 The overall safety of vehicle airbags because of the instances of chest injuries and other
impact injuries due to the nature of an airbag's deployment, these risks are significantly
lower than the risk of serious injury or death that may occur if the passenger is
unprotected. Even with the protection a seatbelt and vehicle restraint system provides in
the event of a crash, the chance of surviving a serious crash with airbags increase
significantly.

 Insurance rates are lower for cars that have a variety of airbags, including those that

protect the car from car impact accidents and protect the passenger as well as the driver.
The savings can result in a significant reduction in premiums paid by the driver and
provide an incentive to shop for a vehicle that includes both passenger and side impact
airbags .

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 DISADVANTAGES OF SAFETY FEATURES IN CAR

 The biggest negative to airbags is that, though they are designed to protect, deploying
airbags can actually injure passengers in some situations. The impact of an airbag can
hurt a passenger who is improperly positioned. Deployment injuries can be most
harmful to children and infants. Types of injuries from airbags include chest injuries,
concussions and whiplash.

 Safety advocates recommend against individuals under 12 riding in a front seat with
airbags. Also, drivers are cautioned against placing rear-facing infant seats in the front
seat with an airbag.

 For adults, sit at least 10 to 12 inches away from the airbag to minimize the impact if it
should be deployed. It's very important to use seat belts along with airbags. This helps
cut down on potential airbag injuries for both drivers and passengers.

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 CONCLUSION OF SAFETY FEATURES IN CAR

 Safety feature in car are the most important in today vehicles since safety of
Drivers and passenger.

 Let’s hope every automobile manufacturer implements the same.

Reference
 https://auto.howstuffworks.com
 https://www.carsdirect.com/car-safety
 https://textilelearner.blogspot.in
 www.howsafeisyourcar.com.au/Safety-Features/
 www.whiplashprevention.org/CONSUMERS/./Pages/GeneralCarSafety.aspx
 https://en.wikipedia.org/wiki/Automobile_safety

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