“Rocket engines & their working”

A
Seminar Report
submitted
in partial fulfilment
for the award of the Degree of
Bachelor of Technology
in Department of Mechanical Engineering

Supervisor Submitted By:

Mr.Vishnu Jangid Kuldeep Singh
(Assistant Professor) Roll No:15ESKME086

Department of Mechanical Engineering

Swami Keshvanand Institute of Technology, Management & Gramothan,

Jaipur

Rajasthan Technical University, Kota

May,2019

i
 Candidate’s Declaration
I hereby declare that the work, which is being presented in the Seminar, titled “Rocket
engines and their working”in partial fulfilment for the award of Degree of “Bachelor of
Technology” in Department of Mechanical Engineering, and submitted to the Department of
Mechanical Engineering, Swami Keshvanand Institute of Technology, Management &
Gramothan, Jaipur is a record of my own investigations carried under the Guidance of Mr.
Vishnu Jangid Department of Mechanical Engineering, SKIT JAIPUR.

I have not submitted the matter presented in this report anywhere for the award of any other Degree.

Kuldeep Singh

Enrolment No.15E1SKMEM30P123

Swami Keshvanand Institute of Technology,Management & gramothan,Jaipur

Counter Signed by

Mr. Vishnu Jangid

ii
Sw Swami Keshvanand Institute
of Technology, Management & Gramothan,
Jaipur
Department of Mechanical Engineering

CERTIFICATE

This is to certify that Kuldeep Singh University Roll No. 15ESKME086 of VIII Semester,
B.Tech (Mechanical Engineering ) 2018-19, has presented a seminar titled Rocket engines
and their working in partial fulfilment for the award of the degree of Bachelor of Technology
under Rajasthan Technical University, Kota.

Date:

Mr. Ashish Nayyar Mr. Vishnu Jangid

Mr.Dinesh Sharma Supervisor
Seminar Faculty

iii
 ACKNOWLEDGMENT

I take this opportunity to express my gratitude to Mr. Vishnu Jangid who has given
guidance and a light to me during this Seminar. His versatile knowledge about “Rocket engines
and their working” has eased me in the critical times during the span of this Seminar.
I am very grateful to our course faculties Mr. Ashish Nayyar(Associate professor) and
Mr. Dinesh Sharma(Assistant Professor) who analyzed my presentation and suggest me to
improve in my grey areas of my presentation.
I extend my sincere thanks towards Prof. N. C. Bhandari (Head, Mechanical Engineering
Department) for his kind support throughout my span of degree. I am also thankful to Prof. S. L.
Surana (Director - Academics) and Shri Jaipal Meel (Director) for their kind support.
I acknowledge here out debt to those who contributed significantly to one or more steps. I
take full responsibility for any remaining sins of omission and commission.

Kuldeep Singh
15ESKME123
B.Tech IV Year
(Mechanical Engineering)
 ABSTRACT

The present topic is about safety airbags in cars. No safety device has consumed more attention
and resources than the airbag. It is known with high confidence that when a crash occurs , the presence
of airbag reduces fatality risk to drivers.

Airbags are subject of serious government and industry research. My seminar takes you to the
history, development and working aspects of airbag.

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 LIST OF FIGURES

Fig.3 Block dia. of air bag system 5

Fig.6 Driver’s side bag 8
Fig.7.1 Ball & magnet type sensor 9
Fig7.2 Spring roller type 9
Fig.8 Inflator assembly 10
Fig.9.1 Working of airbag system 11
Fig.9.2 Cut section of inflation process 11
Fig.10.1 Inflatable curtains 12
Fig.10.2 Head Thorax bag 13
Fig.11.1 Smart airbag 15
Fig.11.2 Airbag Deployment 15
Fig.11.3 Driver’s side airbag 16

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 CONTENTS
CERTIFICATE____________________________________________________________________________iii
ACKNOWLEDGEMENT____________________________________________________________________iv
CONTENTS_______________________________________________________________________________vii
CHAPTER 1 INTRODUCTION_______________________________________________________________1-2
CHAPTER 2 HISTORY____________________________________________________________________
CHAPTER 3 BIRTH OF MODERN ROCKETS___________________________________________________________
CHAPTER 4 GENERAL CHARACTERSTICS AND PRINCIPLES
4.1 Principle of Operation of an Engine.
CHAPTER 5 INTRODUCTION OF PROPELLANT
5.1 Combustion Chamber__________________________________________________________________________
5.2 Rocket Nozzles________________________________________________________________________
5.3 Propellant Efficiency____________________________________________________________________
5.4 Thrust Vectoring____________________________________________________________________
5.5 Specific Impulse____________________________________________________________________
5.6 Net Thrust____________________________________________________________________
5.7 Energy Efficiency____________________________________________________________________
5.8 Thrust to Weight Ratio________________________________________________________________________
5.9 Ignition_________________________________________________________________
CHAPTER 6 MODERN ROCKETS
6.1 Solid Rockets____________________________________________________________________________
6.2 Hybrid Rocket____________________________________________________________________________
6.3 Liquid Propellant Rocket_________________________________________________________
6.4 Air Augmented Rockets_________________________________________________________
6.5 Air Turborockets____________________________________________________________________________
6.6 Turborockets____________________________________________________________________________
6.7 Air Turbo Ramjet____________________________________________________________________________
6.8 Cryogenic Rocket Engine _________________________________________________________________
CHAPTER 7 ADVANCED PROPULSIONS SYSTEM
7.1 Ion Thrusters_______________________________________________________
7.2 Gridded Electrostatic Ion Thrusters_________________________________________________________
7.3 Hall Effect Thrusters____________________________________________________________________________
7.4 Field Emission Electric Propulsion_________________________________________________________
7.5 Nuclear Pulse Propulsion_________________________________________________________
7.6 Fusion Rocket____________________________________________________________________________
7.7 Bussard Ramjet____________________________________________________________________________
7.8 Solar Sail____________________________________________________________________________
7.7 Magnetic Sail____________________________________________________________________________
7.8 Beam Powered Propulsion_________________________________________________________
7.9 Alcubierre Drive____________________________________________________________________________
CHAPTER 8 CONCLUSION________________________________________________________________

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 CHAPTER 1

INTRODUCTION

For years, the trusty seat belt provided the sole form of passive restraint in our cars. There were debated
about their safety, especially relating to children. But over time, mush of the country adopted mandatory seat-
belt laws. Statistics have shown that the use of seat belts has saved thousands of lives that might have been
lost in collisions.

Air Bags have been under development for many years. The attraction of a soft pillow to land against in a
crash must be very strong – the first patent on an inflatable crash-landing device for airplanes was filed
during World War II. In the 1980’s the first commercial air bags appeared in automobiles.

Since 1988, all new cars have been required to have air bags on both driver and passenger sides (Light Trucks
came under the rule in 1999). To date, Statistics show that air bags reduce the risk of dying in a direct frontal
crash by 30 percent.

Newer than steering Wheel mounted or Dashboard-mounted bags, but not so widely used, are seat-mounted
and door mounted side air-bags.

Some experts say that within the next few years, our cars will go from having dual air bags top having six or
even eight air bags. Having evoked some of the controversy that surrounded seat-belt use in its early years,
air bags are the subject of serious government and industry research and tests.

The market for automotive textiles is one of the most important in the technical textiles sector.
Approximately 42 square meters or about 20 kg of textile materials is used as interior trims (such as seating
areas, headliners, side panels, carpets, reinforcements, linings, underlay fabrics, tyres, hoses and airbags) in
each of the 45 million or so cars sold every year globally Airbags constitute about 3.7% of the textiles used in
a car. In the last two decades, the use of airbags in cars has gained significant importance due to their active
role in pre- venting injuries and saving lives in minor to severe crashes.

In an automobile, in addition to comfort, aesthetics, speed, mileage, durability and efficiency, safety is a
priority for the driver and passengers. Airbags work as a supplementary safety device for an occupant who is
correctly restrained with a seat belt. In the event of a collision, seat belts hold the occupant securely in place
and the airbags inflate instantly to cushion the passenger with a gas-filled pillow. The airbag is a part of an
inflat- able restraint system known as an air cushion restraint system (ACRS) or airbag supple- mental
restraint system. Modern vehicles incorporate a wide variety of airbags in the form of driver, front passenger,
side-impact and rollover airbags in various side and frontal locations.

Different terminologies have been used over time for airbags. The first airbag introduced by General Motors
(GM) in the 1970s was marketed as the ACRS. In North America, airbags are known as a supplemental
restraint system (SRS) and supplemental inflatable restraint. It is reflected in these terms that the airbags
work as a passive supplement to other active restraints such as seat belts. Airbags are termed passive devices,
as no action by the vehicle occupant is required to activate or use them.

1
From the beginning, in common with other products aimed at the consumer market, the aims in airbag design
have been to improve their performance and reduce their cost through continual evolution, resulting in a
variety of airbag substrates with reduced pack- age size and improved performance becoming commercially
available at lower cost. The important factor is the cost–performance ratio, rather than cost alone.

However, the market share of coated airbags is in decline due to their cost and the environmental issues
associated with the coating pro- cess whereas cost reductions in uncoated fabrics have been able to be realised
by reducing both the material content and cost of manufacture. Moreover, problems such as poor seam
strength, bulkiness, gas leakage and variations in permeability originally associated with some uncoated
fabrics have been overcome by improved fabric and seam engineering.

Even so, as yet, no single type of airbag material may be practical for all applications due to the need for
design flexibility imposed by associated factors such as steering-wheel design (pan size), inflator type (azide,
gas-assist or liquid), inflator aggressiveness and bag type (driver, passenger, side, knee-bolster or others),
hence the existence of a variety of airbag designs amongst different automobile manufacturers.

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 CHAPTER 2

LITERATURE SURVEY

The first concepts for an automatically inflating "air cushion" used as an impact protection for car passengers
were discussed in the sixties, approximately 10 years after corresponding patents had been granted . John
HETRICK'S patent describes a general airbag system in which a self- opening airbag is automatically inflated
following a sudden deceleration of the vehicle.

In the USA ordinances “FMVSS 208” was passed in the middle of the sixties against the background of
increasing numbers of accidents, to improve vehicle safety, thereby it called "Safety Act". A bundle of new
ordinances were planned to improve safety in traffic. It was not until 1984, following long and controversial
discussions, that an agreement could be reached on the introduction of a passive restraint system on
September 1, 1989 for all new vehicles registered in the USA.

These automatic restraint systems could be automatically closing seat belts or the airbag. In order to be able to
comply with the new ordinances (FMVSS 208) immediately after they come into force, airbag developments
were also initiated and intensified by European automobile manufacturers; primarily by Mercedes-Benz. The
basic development of "passive restraint systems" stepped up at Mercedes-Benz from 1967 onwards. This first
development stage from 1967 to 1972 is referred to as "the principle functional proof .

However, General Motors has also introduced its first airbags in the early 1970s but consumer did not readily
accept them. The market for airbag was assured by US when the Department of Transportation (DOT)
implemented the “Federal Motor Vehicle Safety Standards (FMVSS) 208” in 1984 as mention above. Because
of this law, the US leads the commercialization of airbag.

The airbags of initial phase were inflated using compressed-gas canisters. However, the pressure canisters
could only be accommodated in the instrument panel. Connection to the steering wheel proved problematic
since it could only be sealed with great difficultly. In the next development phase experiments were carried
out with liquefied gas and solid fuels. The solid propellant should supply the thermal energy needed to
expand the liquid Fringe.

Although the necessary inflation time of 1/30 second was reached this system was still too heavy. A
neoprene-coated polyamide fabric was initially determined as a suitable material for the airbag. After 1970,
research concentrated on an inflator filled with solid fuel to inflate the airbag.

Together with development partners from the chemicals and automotive industries, this method of producing
the gas was perfected for series production as of 1974. In December 1980, the first vehicle with a driver
airbag was launched by Mercedes Benz. Seat belt tensioner were also offered for the driver and front seat
passenger. As of 1988 front-seat passengers were also protected by an airbag. Since the beginning of the
nineties, all automobile manufacturers have been offering airbags as a standard feature or optional extra, even
in compact class cars.

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However, the world-wide use of the airbag system didn't proceed harmoniously since on the US- American
market it is specified as the only restraint system (passive system) whereas in Europe it has been developed
as an additional safety device (SRS: Supplemental Restraint System) to the seat belt system. These different
developments have affected the size of the airbag and inflator.

As a sole passenger protection system the airbags must be much bigger and must inflate earlier since the
unprotected passenger collides faster with the instrument panel. The number of persons, driver and passenger
killed in traffic has dropped continuously since 1970. Table1 represents the same statistics for belted, non
belted and over all.

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 CHAPTER 3

THE BASICS OF AIR BAGS

Before looking at specifics, let’s review our knowledge of the laws of the motion. First, we know that
moving objects have momentum (the product of the mass and velocity of an object. Unless an outside force
acts on an object, the object will continue to move its present speed and direction. Cars consist of several
objects, including the vehicle itself, Loose objects in the car and, of course, passengers. If these objects are
not restrained, they will continue moving at whatever speed the car is traveling at, even if the car is stopped
by a collision.

Stopping an object’s momentum requires force acting over a period of time. When a car crashes, the force
required to stop an object is very great because the car’s momentum has changed instantly while the
passengers’ has not much time to work with. The goal of any supplemental restraint system is to help stop
the passenger while doing as little damage to him or her as possible.

What an air bag wants to do is to slow the passengers’ speed to zero with little or no damage. The
constraints that it has to work within are huge. The air bag has the space between the passenger and the
steering wheel or dashboard and a fraction of a second to work with. Even that tiny amount of space and
time is valuable, however, if the system can slow the passenger evenly rather than forcing an abrupt halt to
his or her motion.

Fig.3 Block diagram of air bag system

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 CHAPTER 4

DEVELOPMENT OF AIR BAGS

The idea of using a rapidly inflating cushion to prevent crash injuries has a long history. The first patent on
an inflatable crash-landing device for airplanes was filed during World War II.
Early efforts to adapt the air bag for use in cars bumped up against prohibitive prices and technical hurdles
involving the storage and release of compressed gas.

 If there was enough room in a car for a gas canister.

 Whether the gas would remain contained at high pressure for the life of the car.
 How the bag could be made to expand quickly and reliably at a variety of operating temperatures and
without emitting an ear-splitting bang.

They needed a way to set off a chemical reaction that would produce the nitrogen that would inflate the
bag. Small solid-propellant inflators came to rescue in the 1970’s.

In the early days of auto air bags, experts cautioned that the new device was to be used in tandem with the
seat belt. Seat belts were still completely necessary because airbags worked only in front-end collisions
occurring at more than 6 Kmph. Only Seat belts could help in side swipes and crashes (Although side-
mounted air bags are becoming more common now), rear end collisions and secondary impacts. Even as the
technology advances, air bags still are only effective when used with a lap/Shoulder seat belt.

6
 CHAPTER 5

MAIN PARTS OF AIR BAG

There are three parts to an air bag that help to accomplish this feat:
1. Bag
2. Sensor
3. Inflation system

BAG
The bag itself is made of a thin, nylon fabric, which is folded into the steering wheel or dashboard or, more
recently, the seat or door. The powdery substance released from their sir bag, by the way, is regular
cornstarch or talcum powder, which is used by the air bag manufacturers to keep the bags pliable and
lubricated while they’re in storage.

SENSOR
The sensor is the device that tells the bag to inflate. It works with the control module to discriminate
between crash and non-crash events. These sensors measure the severity of the impact. Inflation happens
when there is a collision force equal to running into a brick wall at 16 to 24 Km per hour. They are setup so
that sudden negative acceleration will cause the contacts to close, telling the control module that a crash
before airbag deployment.

INFLATION SYSTEM
The air bag’s inflation system reacts sodium azide(NaN3) with potassium nitrate (KNO3) to produce large
volume of nitrogen gas. Hot Blasts of the nitrogen inflate the air bag from its storage site up to 322Kmph.
A Second later, the gas quickly dissipates through a tiny holes in the bag, thus deflating the bag so you can
move.

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 CHAPTER 6

CONSTRUCTION OF AIR BAGS

Airbag are assemblies consisting of the airbag (made of Nylon), inflator modules and sensor housing,
electrical connectors (Clock spring), airbag retainer and the cover. The driver’s side bag is mounted in the
center of the steering wheel as shown in fig. 1.

Fig. 6 Driver’s side bag

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 CHAPTER 7

SENSOR TYPES
Ball and Magnet Type Sensor

Fig. 7.1 Ball and Magnet Type Sensor

Spring and Roller type

Fig. 7.2 Spring and Roller type

By function, there are 2 types- Impact sensors and safing sensors. The Forward sensors are located in
various locations forward of the passenger compartment. Some are located inside the fenders, some are on
the cowl, and some are attached to the core support in front of the radiator.

Rear Sensors are also known as safing sensors as their functions is to determine that a crash has occurred.
Rear safing sensors are located in various locations in the passenger compartment depending on the
manufacturer. Some are integrated with the control/Diagnostic Module.

The Rear safing sensor must close before the forward sensors to avoid airbag deployment in cases where the
impact is not severe enough to cause deployment. When the vehicle is parked with ignition off deployment
is very unlikely because there is no power to the circuits for deployment this means that someone can hit
your car and sound the alarm but not deploy the airbags.

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 CHAPTER 8

Inflator Assembly
This is a diagram of a typical inflator assembly behind the steering wheel.

Fig. 8 Inflator assembly

When the control Module activates the airbag assembly, an electric current is sent to the detonator, which ignites the
sodium azide pellets. When it burns, it releases nitrogen gas very quickly and in large quantities. This is what inflates
the airbag.

Sodium Azide
Sodium Azide is Rocket fuel. Sodium azide is a solid propellant with a very high gas generation ratio. It is
very stable in this application.
When Sodium azide burns, its major product is nitrogen gas, which makes up around 78% of the Earth’s
atmosphere. One of the other by-products is sodium hydroxide. This is commonly known as Lye, which is
a caustic compound. The quantities produced are very small and present a very small risk of burns. The
white powder residue seen after inflation is common cornstarch, used as lubricant for expansion of the
airbag. Testing is underway with inflators that release argon gas.

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 CHAPTER 9

WORKING OF AIR BAGS

Air Bags are designed to inflate in frontal or frontal-angle impacts in which the car strikes an immovable
object at more than about 16 Kilometers per hour or another car at twice that speed. After a collision,
sensors sense an electric current to an igniter system or, in some cases, to the computerized control unit.
This unit evaluates the situation and then sends an electrical impulse to the igniter system. The electric
current heats a filament (wire), which then ignites a capsule. The Ignited capsule supplies the heat to ignite
gas-generating pellets. In most systems, the pellets are made of sodium azide and produce nitrogen gas
when they burn. In other systems, pressurized argon gas is used instead. The gas then expands quickly and
inflates the airbag, which then breaks through a plastic cover in the steering wheel or, the dashboard on the
passenger side.

Fig.9.1 Working of an Airbag

The whole process takes about 0.1 second from the exact moment the crash is detected. The air bag starts to
deflate immediately, venting the harmless gas through holes in the back of the bag of the through the fabric
itself.

Fig.9.2 Cut section of inflation process

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 CHAPTER 10

MODERN TYPES OF AIR BAGS

1.Curtain Airbags

Curtain airbags are airbags that inflate in front of vehicle windows to provide passengers better head and
neck protection. The curtain airbags are part of new rollover protection system. Most equipped cars will
have vertically inflating curtain airbags in the headliner trim just above the windows, while some will have
them inflate horizontally from the side pillar between the doors. In some cases, curtain airbags will deploy
in a fraction of a second.

Sensors in the side pillar will measure the force of side-impact Collisions. If the sensors measure a strong
impact, then the curtain airbags will deploy in a fraction of a second. The curtain airbag will drop straight
down over the windows to keep the occupants’ heads from striking the window or the intruding nose of
another vehicle.

Fig. 10.1 Inflatable curtain

The system will use sensors that measure tipping rather than impact. These sensors send information to a
central module, which will determine if the vehicle is beginning to roll over. If the vehicle is tipping into a
roll, the sensors will deploy the curtain airbag. Stored in the headliner above the doors, the cells of the
inflatable curtains are inflated in less than 25 thousands of a second in a triggering accident. To avoid
stitches from sewing the bag, its cells are woven on the loom directly from the yarn using Autoliv’s one
piece-weaving technology. Therefore the bag can remain inflated for several seconds, which is imperative in
roll-over accidents. Cool gas will keep it inflated for up to six seconds.

12
Laboratory tests have shown that the so-called Head Injury Criterion (HIC) can be reduced by
approximately 80%. The Inflatable Curtain was developed in cooperation with Mercedes and Volvo.
Car manufacturers selling car with these as standard equipment are Alfa Romeo, Audi, BMW and
Volvo.

Head-Thorax Bag

Fig.10.2 Head-Thorax Bag

The Head-Thorax Side-Impact Airbag has an extension from the regular Thorax Bag that protects the head.
It was introduced in 1998 and developed in cooperation with Ford and Renault.

Inflatable Tubular Structure (ITS)

The Inflatable Tubular Structure (ITS), the world’s first airbag for head protection, was introduced on BMW
cars. It consists of a unique nylon tube, installed in the head-liner above the frontal doors that inflates to a
diameter of about 15 centimeters (5 inches).

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 CHAPTER 11

FUTURE OF AIR BAGS

Smart Systems

The smart airbag of the future is not just the airbag, but also a redesign of the components in the current
airbag system. Features include:

Weight Sensors

This is a new sensor for the passenger seat to classify the weight and to determine what type of occupant is
in the seat, i.e. adult or child.

Infrared Occupant detection

This system will use infrared beams (just like in your TV remote control) to detect the distance the passenger
is from the airbag and adapt the force of deployment accordingly.

Capacitive Reflective Occupant Sensing

These sensors will be located in the seat backs and in the dash to identify the distance you and or your
passengers are from the dashboard. These sensors will be able to discriminate between a human occupant
and inanimate objects like your groceries. This alone will save thousands of dollars in the cases where the
driver is the only occupant in the front seat.

Updated sensors

The updated sensors will have the capabilities of deploying the seatbelt pretensioners faster, so in a crash
situation you will be in the best position to benefit from the airbag deployment.

Centralized electronic Control Unit

The new control units will be able to use all the input from the new sensor technology and through new
software deploys what you need when you need it.

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Prototype of a Smart Air bag

Fig. 11.1 Smart Air Bag

The Prototype smart air bag creates a weak electric field. Antennae located under fabric or in the seat
cushion measure the field and instantly update the airbag controller about the size and position of the
occupant.

When you are involved in a frontal collision somewhere in the neighborhood of at least 20 kmph, a number
of things happen very quickly. The sudden deceleration of you vehicle causes 2 sensors to send an electrical
signal; to the diagnostic module. The diagnostic module self tests to confirm that a crash event is taking
place, and then it allows the signal to trigger the airbag deployment.

Airbag Deployment

Fig. 11.2 Airbag Deployment

Above is an illustration of a driver side airbag deployment. The first image is the airbag inflation, the
second depicts your contact with the airbag, and the third is your coming to rest in the seat and the deflation
of the airbag. This all takes place in about 30 milliseconds.
In fact the entire inflation/deflation cycle takes less than ½ second. The speed of the airbag inflating is
around 320 kmph.
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 Driver’s Side Airbag

The image below shows the parts of the airbag module in the steering wheel. From top to bottom we have
the cover, the airbag assembly, the retainer attached to the steering wheel, the steering wheel and the clock
spring.
The Clock spring allows the steering wheel to move while maintaining the electrical connection to the
airbag module.

Fig. 11.3 Driver’s side air bag

Passenger Airbag

The Passenger bag is mounted in the top of the dash on the passenger side of the vehicle.

Airbag Checks
When you get in your vehicle and turn the key, look at the dash to find your airbag or SRS light.
It should come on for 7-10 seconds and then go out. This tells you all is well with the airbag system.
 If the light does not come on, have it checked. After all, it could just be a burnt out Light bulb
 If the light does not go off after this period (usually 7-10 seconds) there is a problem
 If the Light comes on while you are driving, it also needs attention.

In addition to the front airbags, the car companies are putting airbags in the doors for side impacts that
are not covered by the primary airbags.
They are putting them in the seats for the drivers and rear passengers as well. This increases the cost6 as
well as the complexity of the systems.
Since 1990 the National Highway Traffic Safety Administration, which is responsible for the Vehicle
safety rules and statistics relating to vehicles, found that of 19 drivers killed by airbags, only five of them
were wearing seat belts and two of them were determined to be unconscious before the airbag deployed.

Depowered Airbags

Starting with the 1997 model year some automobiles will be available with depowered Airbag modules.

16
 CHAPTER 12

DISARMING THE AIRBAG

Steps in disarming
 Disconnect the battery

 Wait 30 seconds. The air Bag is equipped with a capacitor and it’s important to make sure that it is
completely discharges before continuing. Change the oil while waiting

 Remove the airbag fuse. The fuse Box is below the driver’s left knee; it folds down by squeezing on a
couple of tabs near the top of the box. Fuse also checks the diagram on the fuse box lid before pulling the
wrong one.

 Drop the sound insulator panel. This is a plastic panel underneath the steering column. It goes: steering
column; interior colored panel; black colored panel. The black panel is the one to remove. There are two
screws along the top and two finger-wing nuts along the back (one near the accelerator and one behind the
emergency brake.)

 Fastened to the sound insulator panel is a yellow circuit. This is the airbag circuit. To disconnect the
circuit, you’ll first have to remove a green connector Positive Assurance lock which is for safety catch.
Both the green catch and the yellow connector are had to pull apart, but hey eventually will give.

 Thus the bag is disarmed. The only problems is, now the airbag light will be on all the time. The airbag is
fastened to the steering wheel with four Torx screws (T-30), accessible from the behind the wheel. They
won’t come all the way out they’re retained. Once you have them all loose, the airbag will try to fall out.
The airbag is till connected by one or two wires. The yellow one is the airbag circuit again; it is unplugged
the same way as before, except this time the safety catch is blue.

 Do not store it anyplace, which gets hotter than 130 degrees; do not heat it or apply electricity (even static).

17
 CHAPTER 13
CONCLUSION

 The air bags are of greater importance in today’s vehicles since safety of human life is of prior
importance. Since the count of automobiles is increasing tremendously on our roads, the probability
of accidents is also more. So far a safe riding and for saving the precious life the safety bags must be
implemented.

 Today it is the prevail age of the high class people who own high priced cars. Let’s hope every
automobile manufacturer implement the same since safety for life is inevitable.

 Since safety of human life is of high priority, air bags are of greater importance in the present vehicle.

 Safety bags must be implemented for safe riding and for saving precious lives.

 Air bags should be made mandatory in every vehicle.

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 CHAPTER 14

REFERENCES

 Leonard Evans, “Airbag benefits, airbag costs”, journal of

 Science Servicing Society,2003
 V.E.WEZEL - Airbags Systems - Actual Status and Outlook for the Future Safety
 The Vehicle and The Road Vol.2, FISITA 92 FISITA No. 925217, page no. 1
 T.D. McMaster Airbags a Survival Strategy International Conference on world-class
 Manufacturing technologies, Des. 1993, Session 3, page No.l
 Auto India ( Magazine, July, 1991)
 Joseph C. Marsh - Supplement Airbag Restraint Systems, Consumer Education and
 Experience'. Frontal impact protection seat belts and airbags, 1993, SAE - SP - 947
 David C.Viano - Effectiveness of Safety Belts and Airbags in preventing Fatal Injury,
 Frontal Crash Technologies of 90 's Feb 1991 SAE SP 852 page no 159
 H.A. Lupker and W.E.M.Bruijis - Gas jet Model for Airbag inflator's Frontal impact
 Protection Seat and airbag's March 1993 SAE SP 947, SAE 930645, Page No. 85.

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