汽车儿童约束系统的误用讨论

汽车儿童约束系统(CRS,Child Restraint System)广泛应用于欧美日等国家和地区,开发出了适合不同年龄段儿童的CRS,并出台了相应的法律法规.很多发达国家在大量的研究中已开始关注CRS的误用问题,并对CRS的误用类型、正确选择、安装和使用CRS的原则和注意事项以及有效解决CRS误用的方案进行了全面深入的研究.目前,CRS的研究和使用在我国尚处于初步阶段,因此,应充分了解和掌握CRS在国外的使用和误用情况,并在我国CRS的研究和应用中引以为鉴,充分发挥CRS的保护性能,使之更加有效地应用于保护我国的儿童乘员的安全.     

汽车辅助制动装置发展综述

平均行驶速度和载重量的增加,要求车辆具有更大的制动效能,为了有效分流制动负荷常采用辅助制动系统.介绍国内外制动法规的发展和现状,排气辅助制动装置、发动机缓速器、电涡流缓速器和液力缓速器的结构、工作原理及各辅助制动装置的制动性能;比较各辅助制动装置的优缺点,有利于汽车制动技术的发展,全面提高汽车行驶安全性能;展望未来汽车辅助制动装置的两大发展趋势,一是电子控制技术在汽车制动上的应用,二是多种辅助制动装置的联合制动.     

汽车检测线废气抽吸装置

近几年,随着我国汽车业的迅速发展,对汽车各种性能的检测工作也日益增多。目前,已从感观检测转向自动化程度较高的仪器检测,许多地方都建立了汽车检测线。这样的检测线,通常安装于40～50米长、10米左右宽的厂房内,可同时检测3～5辆车子。 汽车在检测过程中,发动机通常处于工作状态。于是,就产生了汽车尾气排在厂房内,造成对作业者的危害的问题。 为了消除汽车尾气危害,一般的检测线房内都在墙上及地面开口处设有排风扇和引风机。但这种设计由于排风口抽吸室内气体有死角,且室内空间较大,只能减少空气中废气的浓度,不可能使室内气体经常地、…     

关注儿童乘客的安全出行

2011年7月29日,澳大利亚系列研讨会中国家用车儿童乘客的安全出行项目会议在北京大学举行。这是一场关于儿童乘客安全的研讨会,由"儿童乘客的安全出行家长教育公益项目"研究者发起,吸引了众多相关职能部门、国际和国内研究机构、社会团体以及所有关注社会公益的单位与个人参加。研讨会上,沟通和交流了中国家用车儿童乘客的安全出行项目的最新研究进展。来自中国和澳大利亚的项目研究团队在此次研讨会上共同指出:结合澳大利亚研究团队的丰富经验,进行多部门、多学科合作的必要性,以共同促进中国儿童乘客的安全出行。以此为线索,本期我刊针对儿童乘客安全出行问题,向读者介绍澳大利亚的先进做法和经验,以及儿童乘客的安全出行家长教育公益项目。     

汽车加油加气站防雷装置检测程序及技术探讨

对编制贵州省地方标准《汽车加油加气站防雷装置检测技术规范》的起因进行了分析,简要介绍了该规范的主要内容,重点对规范的技术要点和特点进行了解析。     

儿童安全座椅标准解读

国内首个针对儿童安全乘坐的标准——《机动车儿童乘员用约束系统》已确定于2012年7月1日开始实施。此标准为强制性行业生产标准,这意味着国内儿童安全座椅生产正式有标町依,各类“山寨”货将无处遁形。     

保安全的汽车智能装置

日本开发出防止司机开车打瞌睡的系统，可通过心跳速度的变化，监测司机是否打瞌睡，在睡意来临15分钟前提醒司机注意，防止发生事故。该系统的核心技术之一是贴在方向盘上的纸状心跳感应器，司机握方向盘时可以握住它。感应器每隔10秒检测一次司机的心跳速度。     

带自动灭火装置的车用锂电池箱盖系统开发与验证

基于主、被动安全相结合的思路,针对目前车载锂电池包热失控主动监测与预防措施存在的不足,开发一种带自动灭火装置的锂电池箱盖系统。通过燃烧试验测出单块三元锂电池及其主要组件的燃烧特性,得到相应的温度及热释放速率曲线;以此为基础,确定箱盖系统总体设计方案,并对火灾探测模块及灭火模块进行选型和设计;最后,结合Semenov热失控原理、传热学理论及GB50084—2017的设计要求,验证箱盖系统应用在某电动车锂电池箱中的灭火效果。结果表明:该箱盖系统能有效监测并扑灭锂电池包早期局部火灾,并持续冷却降温,防止火灾复燃,具有较强的市场推广潜力。     

Predictors of restraint use among child occupants

Objectives: The objective of this study was to identify factors that predict restraint use and optimal restraint use among children aged 0 to 13 years.

Methods: The data set is a national sample of police-reported crashes for years 2010–2014 in which type of child restraint is recorded. The data set was supplemented with demographic census data linked by driver ZIP code, as well as a score for the state child restraint law during the year of the crash relative to best practice recommendations for protecting child occupants. Analysis used linear regression techniques.

Results: The main predictor of unrestrained child occupants was the presence of an unrestrained driver. Among restrained children, children had 1.66 (95% confidence interval, 1.27, 2.17) times higher odds of using the recommended type of restraint system if the state law at the time of the crash included requirements based on best practice recommendations.

Conclusions: Children are more likely to ride in the recommended type of child restraint when their state's child restraint law includes wording that follows best practice recommendations for child occupant protection. However, state child restraint law requirements do not influence when caregivers fail to use an occupant restraint for their child passengers.     

Factors affecting use and nonuse of child safety car seats in Gorgan,Iran

Objective: Motor vehicle accidents, which are among the main causes of child mortality in Iran and the Middle East, impose staggering costs for the community. Ignoring use of safety devices for children in most motor vehicle crashes will lead to death or serious injury. Because few studies have been performed on effective and predictive factors regarding use of child safety seats, the purpose of this study was to examine the factors affecting the use and nonuse of child safety seats, along with the factors that can facilitate how a child safety seat is used.

Method: This study was conducted in the urban area of Gorgan using a questionnaire. Through random selection, 204 parents with at least one child, aged 8?years or younger, reported their knowledge about the benefits of using a child safety seat.

Results: The results showed that 80% of parents never use a child safety seat, and 13% always use a child safety seat. More than 93% thought that it was necessary to make usage of the child safety seat obligatory. In addition, 80% of parents believed that a child safety seat prevents children from injury in crashes. In addition, 38% of parents were not aware of child safety devices and child safety, less than 20% said that they did not use a child safety seat because their spouse did not support its use, and 28% of them thought that a child safety seat does not affect the safety of the child. In general, 91% of parents reported that if child safety seat use were mandated, the frequency of use would increase. A law on the use of child safety seats is a very important variable in their use, which can enhance the chance of using a child safety seat by 6.5 times.

Conclusion: Special instructions should be developed to create incentive strategies for using a child safety seat. Mandating the use of a child safety seat, equipping cars with a child safety seat, encouraging children to use it, and providing continuous education and training are important factors for increasing the use of child safety seats.     

Observed LATCH use and misuse characteristics of child restraint systems in seven states

INTRODUCTION: Although the LATCH System (Lower Anchors and Tethers for Children) holds the promise of simplifying the installation of a child restraint system (CRS) to the vehicle's seat, many drivers transporting young children have difficulties using this technology. This paper reports on an observation study of LATCH use and misuse. METHOD: Observations of approximately 1,000 children less than 5 years of age in CRSs, in the back seats of vehicles that were equipped with tether and lower anchors, in seven states. RESULTS: Tethers were used for 51% of the children when the forward-facing CRS had tether straps and the vehicle had tether anchors. Lower anchors were used for 58% of the children when the CRS had lower attachments and the vehicle had lower anchors. The most common tether and lower attachment misuses were loose tether straps (18% of cases) and loose lower attachment installation (30% of the cases), respectively. Vehicle safety belts were used in combination with lower attachments in 20% of all lower anchor installations. CONCLUSION: As more caregivers of young children drive vehicles equipped with LATCH, it will be important to promote the proper installation of CRSs using this technology. LATCH education messages must also emphasize that the lower anchors may not always be the safest choice for CRS attachment -- the safest attachment is the one that results in a tight fit and will be used correctly consistently.     

Evaluation of give kids a boost: A school-based program to increase booster seat use among urban children in economically disadvantaged areas

Objective: This study evaluated the effectiveness of a series of 1-year multifaceted school-based programs aimed at increasing booster seat use among urban children 4–7 years of age in economically disadvantaged areas.

Methods: During 4 consecutive school years, 2011–2015, the Give Kids a Boost (GKB) program was implemented in a total of 8 schools with similar demographics in Dallas County. Observational surveys were conducted at project schools before project implementation (P₀), 1–4 weeks after the completion of project implementation (P₁), and 4–5 months later (P₂). Changes in booster seat use for the 3 time periods were compared for the 8 project and 14 comparison schools that received no intervention using a nonrandomized trial process.

The intervention included (1) train-the-trainer sessions with teachers and parents; (2) presentations about booster seat safety; (3) tailored communication to parents; (4) distribution of fact sheets/resources; (5) walk-around education; and (6) booster seat inspections.

The association between the GKB intervention and proper booster seat use was determined initially using univariate analysis. The association was also estimated using a generalized linear mixed model predicting a binomial outcome (booster seat use) for those aged 4 to 7 years, adjusted for child-level variables (age, sex, race/ethnicity) and car-level variables (vehicle type). The model incorporated the effects of clustering by site and by collection date to account for the possibility of repeated sampling.

Results: In the 8 project schools, booster seat use for children 4–7 years of age increased an average of 20.9 percentage points between P₀ and P₁ (P₀ = 4.8%, P₁ = 25.7%; odds ratio [OR] = 6.9; 95% confidence interval [CI], 5.5, 8.7; P < .001) and remained at that level in the P₂ time period (P₂ = 25.7%; P < .001, for P₀ vs. P₂) in the univariate analysis. The 14 comparison schools had minimal change in booster seat use. The multivariable model showed that children at the project schools were significantly more likely to be properly restrained in a booster seat after the intervention (OR = 2.7; 95% CI, 2.2, 3.3) compared to the P₀ time period and compared to the comparison schools.

Conclusion: Despite study limitations, the GKB program was positively associated with an increase in proper booster seat use for children 4–7 years of age in school settings among diverse populations in economically disadvantaged areas. These increases persisted into the following school year in a majority of the project schools. The GKB model may be a replicable strategy to increase booster seat use among school-age children in similar urban settings.     

Analysis of mechanics of side impact test defined in UN/ECE Regulation 129

Objective: This article discusses differences between a side impact procedure described in United Nations/Economic Commission for Europe (UN/ECE) Regulation 129 and scenarios observed in real-world cases.

Methods: Numerical simulations of side impact tests utilizing different boundary conditions are used to compare the severity of the Regulation 129 test and the other tests with different kinematics of child restraint systems (CRSs). In the simulations, the authors use a validated finite element (FE) model of real-world CRSs together with a fully deformable numerical model of the Q3 anthropomorphic test device (ATD) by Humanetics Innovative Solution, Inc.

Results: The comparison of 5 selected cases is based on the head injury criterion (HIC) index. Numerical investigations reveal that the presence of oblique velocity components or the way in which the CRS is mounted to the test bench seat fixture is among the significant factors influencing ATD kinematics. The results of analyses show that the side impact test procedure is very sensitive to these parameters. A side impact setup defined in Regulation 129 may minimize the effects of the impact.

Conclusions: It is demonstrated that an artificial anchorage in the Regulation 129 test does not account for a rotation of the CRS, which should appear in the case of a realistic anchorage. Therefore, the adopted procedure generates the smallest HIC value, which is at the level of the far-side impact scenario where there are no obstacles. It is also shown that the presence of nonlateral acceleration components challenges the quality of a CRS and its headrest much more than a pure lateral setup.     

基于改进粒子群算法的儿童防护系统优化

为保障儿童乘车安全,采用改进多目标粒子群算法优化儿童约束防护系统。首先,开展40%偏置碰撞的台车试验,验证儿童座椅台车试验仿真模型的有效性,建立儿童安全气囊模型;然后,建立防护系统参数与儿童头部、胸部损伤指标的二阶响应曲面模型,融合遗传算法的交叉变异和精英保留策略,提出改进的多目标粒子群算法,并验证改进算法的有效性;最后,利用多目标模糊优选决策算法获得系统设计参数的最优值,结合台车试验仿真模型,验证优化模型及算法的有效性。结果表明:模型的最优值兼顾对儿童头部和胸部的防护;遗传算法和粒子群算法的融合算法,可提高模型的收敛速度。