Airbag deployment and cervical spine injury in restrained drivers following motor vehicle collisions

Two cases of driver death caused by airbag rupture

OBJECTIVE

This article reports two accidents caused by defective Takata airbags ruptured, which led to the deaths of the drivers. This is the first public report on the deaths caused by Takata airbags in China.

METHODS

Determine the relationship between the driver death and airbag rupture through autopsy indings and vehicle inspection.

RESULTS

Due to defects in the design of Takata's inflator, moist air was permitted to slowly enter the inflator, resulting the PSAN slowly degraded physically. The damaged propellant burned more rapidly than intended and overpressurized the inflator's steel housing, causing fragmentation and flying debris at high speed, killing or injuring vehicle occupants.

CONCLUSIONS

To date, there are still tens of millions of defective Takata airbags that have not been recalled for repair, posing safety risks. This article suggests taking preventive measures to avoid the occurrence of similar accidents.

Improving blunt cerebrovascular injury screening in motor vehicle collision patients: Does airbag deployment matter?

BACKGROUND

Motor vehicle collisions (MVCs) can cause blunt cerebrovascular injury (BCVI). Exploring MVC characteristics that increase BCVI may reduce missed injuries. This study aims to evaluate the association between airbag deployment and BCVI.

METHODS

We analyzed the 2016-Trauma Quality Improvement Database including adult MVC drivers. Patients were stratified: airbag deployment(A+) and no-airbag deployment(A-). Outcomes were BCVI, and cervical spine injuries (CSI).

RESULTS

A total of 122,973 patients were identified: A+: 106,492, and A-: 16,481. The incidence of BCVI was 1907 (1.6%): and CSI was 20,711 (16.8%). A+ patients had a higher rate of BCVI (1.6% vs. 1.1%; p < 0.001), but a lower rate of CSI (16.2% vs. 21.4%; p < 0.001). On regression analysis, A+ was associated with BCVI (1.419[1.184-1.701]; p < 0.001) but was protective for CSI (0.767[0.672-0.878]; p < 0.001).

CONCLUSION

A+ may be an unrecognized risk factor for BCVI even for patients without a CSI. Expanding BCVI screening criteria to include A+ may reduce missed injuries.

LEVEL OF EVIDENCE

Level III, prognostic.

An investigation of elderly occupant injury risks based on anthropometric changes compared to young counterparts

OBJECTIVE

The objective of the study was to investigate the difference between elderly and young occupant injury risks using human body finite element modeling in frontal impacts.

METHODS

Two elderly male occupant models (representative age 70-80 years) were developed using the Global Human Body Consortium (GHBMC) 50th percentile as the baseline model. In the first elderly model (EM-1), material property changes were incorporated, and in the second elderly model (EM-2), material and anthropometric changes were incorporated. Material properties were based on literature. The baseline model was morphed to elderly anthropometry for EM-2. The three models were simulated in a frontal crash vehicle environment at 56 km/h. Responses from the two elderly and baseline models were compared with cadaver experimental data in thoracic, abdominal, and frontal impacts. Correlation and analysis scores were used for correlation with experimental data. The probabilities of head, neck, and thoracic injuries were assessed.

RESULTS

The elderly models showed a good correlation with experimental responses. The elderly EM-1 had higher risk of head and brain injuries compared to the elderly EM-2 and baseline GHBMC models. The elderly EM-2 demonstrated higher risk of neck, chest, and abdominal injuries than the elderly EM-1 and baseline models.

CONCLUSIONS

The study investigated injury risks of two elderly occupants and compared to a young occupant in frontal crashes. The change in the material properties alone (EM-1) suggested that elderly occupants may be vulnerable to a greater risk of head and thoracic injuries, whereas change in both anthropometric and material properties (EM-2) suggested that elderly occupants may be vulnerable to a greater risk of thoracic and neck injuries. The second elderly model results were in better agreement with field injury data from the literature; thus, both anthropometric and material properties should be considered when assessing the injury risks of elderly occupants. The elderly models developed in this study can be used to simulate different impact conditions and determine injury risks for this group of our population.

Causes of fatalities in motor vehicle occupants: an overview

Injuries from motor vehicle collisions are frequently encountered in routine forensic practice. While the most common lethal events involve blunt force trauma with injuries to the head and neck, chest, abdomen, pelvis and limbs, review of the literature and case files shows that a wide variety of other fatal situations can occur that may involve sharp force and penetrating trauma, incineration, drowning, asphyxia, organic diseases and combinations of these. The following overview details potential factors that may contribute to death following vehicle crashes.

A case report on air bag induced skin burn in a road traffic injury: An experience

INTRODUCTION

Air bag deployment after high velocity trauma has been associated with burn injuries. So, we aimed to present a clinical case report associated with air bag deployment experienced by the author himself.

CASE PRESENTATION

The author was driving a hatchback car which collided head on with the high speeding vehicle from opposite direction. He sustained a burn injury around 4 × 3 cm in size in the flexor aspect of right forearm involving epidermis and some part of dermis which was superficial partial thickness in nature when the air bag deployment was observed at both the sides. Burn injury was healed with topical antibiotics and regular dressings with no any complications.

DISCUSSION

Air bag deployment has always been a safety measures for the road traffic injuries but the safety comes with a cost. It has been associated with burn injuries, especially chemical induced, thermal and frictional burns. Timely diagnosis of type of burn and intervention is required in order to minimize complications associated with burns.

CONCLUSION

Though burn injuries associated with air bag deployment cause less harm or complications, the companies making such commodities should explore the further options in order to develop burn injury free vehicle safety.

Injuries, death and vehicle airbag deployment

Airbags are impact-activated safety devices which deploy from the interior of vehicles to protect occupants from trauma during crashes. Although airbags effectively reduce the risk of death and injury, this it is not without issues. For example, high-impact unbelted rigid-barrier testing in the USA led to the adoption of powerful, large airbags that were associated with numerous airbag-related deaths and injuries. In contrast, European designs were tested and certified in conjunction with the use of three-point restraint systems, meaning that the airbags could be smaller with reduced ‘punch-out’ power. An overview is provided of the mechanism of action of airbags and the associated non-lethal and lethal injuries that may be sustained by vehicle occupants.