Last week, the Consumer Product Safety Commission (CPSC) issued an advisory warning that every Samsung Galaxy Note 7 phone should be shut down and not used at all based on the number of battery failures that have occurred. The batteries in the Note 7 phones have been catching fire, causing property damage and physical injuries to the phone users. Over 100 cases of Note 7’s catching fire have been reported, prompting Samsung to recall every Note 7 phone until the battery overheating problem has been resolved. Samsung is offering phone owners a full refund for their phone and has been working with carriers to get phones returned as quickly as possible.
The cause of the Note 7 phone’s battery fires is unknown at this point, however battery fires are not uncommon in any area of electronics. Fires in batteries can be the result of manufacturing errors, however more often than not, fires can occur when the internal circuitry of the battery shorts together, releasing the stored energy in the battery very quickly which results in a dramatic increase in battery temperature and fire. Batteries are constructed of a series of thin layers separated by an insulating layer. If the insulating layer is damaged, the thin layers can come into contact with each other, short circuiting the battery and causing a fire. Another common cause for battery failure is a chemical reaction that produces small, sharp “dendrites” on the surface of the conducting layers of the battery. The ionized dendrites can actually pierce through the insulating layer of the battery much like little sharp blades and short circuit the cells. Yet another theory points the finger back at Samsung, for an improper charge detection circuit on the phone itself. Researchers into the battery failure have posed the suggestion that the Note 7’s phone circuitry does not properly detect when the battery is fully charged and overcharges the battery cells. If the battery is consistently overcharged, the battery structure can break down and again, short circuit the battery.
The CPSC is officially looking into the cause of the failures. An estimated date as to when the investigation will yield an answer is unknown, however previous investigations into battery fires has taken over six months to complete. Samsung is investigating manufacturing of the Note 7 batteries also.
Researchers from Stanford University are experimenting with a new technology that is aimed at reducing injury severity caused by bicycle helmets. Current bicycle helmet design consists of a hardened foam or plastic shell that covers the upper half of a rider’s skull and reduces the impact forces present during a head to ground impact. New helmet technology includes the use of inflatable air bladders that cover the head in a similar fashion to most traditional helmets. The inflatable air bladders, similar to automotive airbags, cushion the head during an impact with a pillow of air. Current testing by Stanford researchers has shown that airbag helmets can reduce head impact forces by as much as five to six times over forces present in impacts with traditional helmets. Most foam bicycle helmets have been shown to significantly reduce significant impacts, reducing the likelihood of cranial fractures, concussions, or other head injuries. Airbag helmets are a promising step in the direction of reducing such injuries even more.
Much of the current research done at Stanford consists of properly understanding the mechanics behind brain injuries due to impacts with the ground or other hard surfaces. Research into the damage to brain tissue has shown that concussions occur when brain cells stretch or twist torsionally. During an impact, the brain may collide with the side of the rider’s skull, causing a collision within the head between the skull wall and the brain itself. Energy is absorbed by the brain in severe impacts by the brain matter itself. Obviously damage to the brain can occur if the impact is severe enough. Helmets capable of reducing impact severity, such as the airbag helmet, are already hitting the market in some European countries.
One main potential drawback to the airbag helmet design as a mainstream product is due to the fact that an airbag helmet’s effectiveness at reducing injury is only as good as the amount of cushioning provided by the airbag. If the airbag is not properly inflated with high-pressure air prior to impact, the helmet becomes significantly less effective at absorbing impact forces. Proper inflation of the airbags is therefore extremely important. Current versions of airbag helmets are not consistently providing sufficient air pressure to the airbag, rendering the helmets less effective at preventing injury.
The future of airbag helmets will rely on more thorough testing of the helmets that are more representative of actual impacts. Current testing procedures do not effectively model the occupant’s head, neck, and associated mechanics thoroughly enough to gain proper testing data. Further testing and development of the airbag inflation devices is also necessary to create a product that ensures proper inflation and a more robust inflation rate.
from Science Daily
Federal regulators and the auto industry are taking a more lenient approach than safety advocates would like when it comes to phasing in automatic braking systems for passenger cars, according to records of their private negotiations. The technology automatically applies brakes to prevent or mitigate collisions, rather than waiting for the driver to react. While such systems are already available in dozens of car models, typically as a pricey option on higher-end vehicles, they should be standard in all new cars, according to safety advocates. But instead of mandating it, the government is trying to work out a voluntary agreement with automakers in hopes of getting it in cars more quickly.
The Associated Press has obtained the Meeting minutes from three of the meetings that NHTSA has held with automakers since October which show that the government is considering granting significant concessions. Records of the third negotiating session, on Nov. 12, show that automatic braking systems would be allowed that slow vehicles by as little as 5 mph before a collision. Furthermore, manufacturers may be allowed to exempt 5 percent of their vehicles from the standard with an additional exemption for models that manufacturers intend to phase out or redesign. The minutes don’t specify a model year by which the technology would have to be included in cars, but the group did decide that discussion of any deadline would begin with “the latest date submitted by any automaker” for when they would be ready to make the change.
Meeting participants included NHTSA, 16 automakers, two auto industry trade groups and the Insurance Institute for Highway Safety (the insurance industry’s safety research arm). Representatives from Transport Canada, the Canadian government’s auto safety regulator, also attended.
NHTSA estimates show that there are about 1.7 million rear-end crashes a year in the U.S., killing more than 200 people, injuring 400,000 others and costing about $47 billion annually. More than half of those crashes could be avoided or mitigated by automatic braking or systems that warn drivers of an impending collision. NHTSA announced last year that it will include automatic braking and other collision-avoidance technologies in its five-star safety rating program to encourage automakers to more widely adopt the technology.
In an unusually pointed criticism, the National Transportation Safety Board, which investigates accidents and makes safety recommendations, said in a report last year that “slow and insufficient action” by NHTSA to develop performance standards for automatic braking and collision warning systems and to require the technologies in cars and trucks “has contributed to the ongoing and unacceptable frequency of rear-end crashes.”
Knoxville, TN – On Tuesday, the House Finance, Ways and Means Committee is expected to vote on House Bill 700 by Representative Jay Reedy (R-74th Dist. TN). The proposed bill would allow riders 21 years and older not insured with TennCare, to ride without a helmet. Tennessee’s current law requires all motorcyclists to wear a helmet, regardless of age or experience of the rider.
The AAA (American Automobile Association) has come out in strong opposition to the bill. Last week during the Committee meeting Don Lindsey (the Tennessee Public Affairs Director for AAA east), testified to the drastic drop in helmet use seen in other states after repealing helmet laws. The auto club also brought in another individual with a personal testimony in support of helmet laws.
In the event of a crash, motorcyclists without a helmet are three times more likely than helmeted riders to suffer traumatic brain injuries. Helmets have been shown to be highly effective in preventing brain injuries, which often require extensive treatment and may result in lifelong disabilities. Helmets also decrease the overall cost of medical care.
Historically, states that relax their helmet laws have seen a sizeable increase in injuries and deaths. According to a peer-reviewed study published in the American Journal of Public Health, Pennsylvania had a 66 percent increase in deaths caused by head injuries and a 78 percent spike in head injury hospitalizations following motorcycle crashes. According to the National Highway Traffic Safety Administration (NHTSA), fatalities in Kentucky increased by 58 percent after they repealed their helmet laws. Finally, in Florida, the number of hospital admissions of motorcyclists with head, brain and skull injuries increased by 82% after its helmet law was relaxed.
NHTSA released its latest crash data statistics in two separate publications.
The first is titled “Early Estimate of Motor Vehicle Traffic Fatalities for the First Nine Months (Jan-Sep) of 2015” . This document provides a “statistical projection of traffic fatalities for the first nine months of 2015.” The report estimates that 26,000 people lost their lives in motor vehicle traffic accidents in that time period. This is an estimated increase of 9.3% when compared to the same time period in 2014. During the first nine months of 2014, there were an estimated 23,796 deaths.
The second document is titled simply “Quick Facts 2014 (DOT HS 812 234).” The purpose of this document is to provide a quick reference sheet covering the most commonly asked questions relating to motor vehicle traffic accidents and fatalities.
On Feb. 4, 2015, H.B. 2582 was introduced in the West Virginia House of Delegates.
This bill states, “Beginning July 1, 2015, the state board of education shall install seat belts in school buses over a five-year period, until all school buses are outfitted with seat belts, which seat belts shall meet the standards set and approved by the Society of Automotive Engineers, Inc.”
The bill was referred to the House Committee on Education and then the House Committee on Finance. This bill was reintroduced during the 2016 legislative session on Jan. 13 of this year. It was then referred to the House Committee on Education.
The head sponsor of the bill is Delegate Nancy Peoples Guthrie, D-Kanawha. Other sponsors of the bill are Delegates Linda Longstreth, D-Marion, Dana Lynch, D-Webster, Larry Rowe, D-Kanawha, Isaac Sponaugle, D-Pendleton, and Andrew Byrd, D-Kanawha.
Mark R. Rosekind, the administrator of the National Highway Traffic Safety Adminstration (NHTSA), talked about seat belts on school buses in a speech he made in November 2015 at the 41st summit of the National Association for Pupil Transportation.
“The NHTSA has not always spoken with a clear voice on the issue of seat belts on school buses. So let me clear up any ambiguity now: The position of the National Highway Traffic Safety Administration is that seat belts save lives. That is true whether in a passenger car or in a big yellow school bus. And saving lives is what we are about. So NHTSA’s policy is that every child on every school bus should have a three-point seat belt. School buses should have seat belts. Period,” Rosekind said.
Rosekind also said in his speech that the NHTSA will launch a series of research projects to study the safety benefits of seat belts, and it will contact governors of the states that require seat belts to nominate participants to give recommendations on how to start a nationwide “seat belts on school buses” movement, which will study how to overcome financial difficulties associated with installing seat belts on school buses.
The big question in this debate is whether seat belts on school buses will help or hurt students.
From 2004 to 2013 there were 340,039 fatal motor vehicle traffic crashes and 0.4 percent, or 1,214, of these were school transportation-related. A total of 1,344 people, or an average of 134 people a year, were killed during this time period nationwide in school transportation-related crashes, according to the NHTSA.
Of the people who died, 8 percent were occupants of school transportation vehicles and 71 percent were occupants of other vehicles.
California, Florida, Louisiana, New Jersey, New York and Texas are the only states that have some type of seat belt law for school buses, according to the National Conference of State Legislators’ website. The NHTSA has done research about seat belts on school buses.
What do officials think in the Marion County area about installing seat belts on school buses?
“The school buses themselves, the frame is reinforced steel built for safety purposes,” said Chad Norman, administrative assistant in charge of transportation. “They have found that the cabin that students sit in, with the high seat in front of them and the high seat in back of them, actually prevents major injuries.
“In the event that we have a situation, students could exit quickly without being belted in and the driver having to come and actually unbelt each one of the students.”
The concern about students being belted in is that in certain situations, like a rollover accident, or a bus entering water, the seat belts “could present a safety issue,” Norman said.
Once the NHTSA has conducted its research, “it’ll be interesting to see what their studies show — first determining if it is indeed a need,” Norman said.
School buses have other features that offer safety, according to Ron Schmuck, transportation supervisor for Marion County Schools.
“The floors of the bus sit high enough and the seating compartment is above where most accidents are happening. An accident would happen under the floor due to the height of the buses. It lessens the impact of any passengers on it,” Schmuck said.
Some Marion County bus drivers are also against installing seat belts on buses.
“They would be a dangerous weapon,” Roger Stover, a bus driver for 41 years, said, referring to students hitting each other with the seat belts.
“If we have to evacuate that bus in a hurry for some ungodly reason, it’s going to present a problem, especially with the little ones. I’m strictly against them,” Stover said.
“If a bus would be in an accident that the bus would be on its side or its top, the latch (of the seat belts) isn’t coming off. Now you’re going to have to cut every child loose. Especially if there is a fire on the bus, you couldn’t get them all off,” said Terry Markley, a bus driver for 20 years in Marion County.
The NHTSA has done research about seat belts on school buses that concludes there may be some benefit to using lap/shoulder belts.
In 2002, the NHTSA presented a report to Congress that concluded that using lap belts has “little, if any, benefit in reducing serious-to-fatal injuries in severe frontal crashes.”
“The use of combination lap/shoulder belts, if used properly, could provide some benefit on both large and small school buses. Lap/shoulder belts can be misused if children put the shoulder portion behind them. NHTSA’s testing showed that serious neck injury and perhaps abdominal injury could result when lap/shoulder belts are misused. Assuming 100 percent usage and no misuse, lap/shoulder belts could save one life a year,” the NHTSA said in the report.
NHTSA says a badly-designed automatic shifter is confusing drivers, causing them to exit a vehicle that’s still in gear. 121 crashes and 30 injuries have been reported.
This past summer the National Highway Traffic Safety administration opened a preliminary investigation into just over 400,000 Jeep Grand Cherokees after some owners alleged their vehicles would roll away after being shifted into Park. Now, the NHTSA has more than doubled the number of Jeep, Dodge and Chrysler vehicles being investigated and the agency now blames the problems on a confusing shifter design that doesn’t adequately indicate to drivers that they haven’t engaged Park.
The Detroit News reports that the NHTSA is conducting an engineering analysis on more than 856,000 Fiat Chrysler vehicles. The agency has received reports of 314 roll-away incidents, involving 121 crashes and 30 injuries, caused when drivers exited a vehicle after they thought they’d shifted into Park. And while the initial investigation treated the issue as a mechanical defect, it’s looking more and more like the problem has at least something to do with driver error due to a poorly-designed shifter.
The investigation involves 3.6-liter V6-powered 2014 and 2015 Jeep Grand Cherokees, 2012-2014 Dodge Chargers and 2012-2014 Chrysler 300s—all of which use a push-button console shift lever that looks like a traditional PRNDL shifter. But in operation, the electronic shifter works more like a joystick, returning to its center position once you’ve selected your gear. There is no gate around the shifter; the lever itself moves through somewhat subtle detents, and the whole range of motion is incredibly short compared to a traditional mechanical shifter, perhaps two or three inches from end to end.
The console shifter on a 2014 Jeep Grand Cherokee. The Dodge Charger and Chrysler 300 models included in the investigation use an identical shifter.
It’s worth pointing out that the aforementioned Fiat Chrysler vehicles are not the only ones that use this shifter, which is called the Monostable and is produced by transmission supplier ZF. As an example, Audi A8 uses an identical shift knob, with the thumb button on the left and a PRNDS gear pattern with no separate button for Park.
In testing, NHTSA found that the electronic gear shifter’s operation is “not intuitive” and offers “poor tactile and visual feedback to the driver, increasing the potential for unintended gear selection.” In Fiat Chrysler vehicles equipped with this shifter design, opening the driver’s door when the car is not in Park triggers a chime and an instrument cluster alert, and the engine cannot be turned off with the car in gear; however, NHTSA says “this function does not protect drivers who intentionally leave the engine running or drivers who do not recognize that the engine continues to run after an attempted shut-off.”
So while it may seem silly that drivers could be confused by the operation of an automatic transmission, the reality is that this shifter design operates differently enough to require more concentration than a traditional shifter. Folks who’ve been driving for years, who are used to the way a mechanical PRNDL shifter operates, probably don’t think consciously about the act of shifting—it’s the kind of act we’ve committed to muscle memory years ago.
NHTSA has upgraded its treatment of this problem in FCA vehicles from an investigation to an “engineering analysis,” though no plans for a recall have been announced at this time. FCA went to a different shifter design in model-year 2015 for the Dodge Charger and Chrysler 300, and changed the Jeep Grand Cherokee shifter for 2016.
via Detroit News
A new study conducted by the Insurance Institute for Highway Safety (IIHS) has found that vehicles equipped with front crash prevention systems are far less likely to be involved in a rear-end accident than those vehicles without such systems.
Though not a shocking conclusion, the results show that there is a real benefit to front crash prevention systems. According to the study, automatic braking systems reduce rear-end collisions by about 40 percent on average. Forward collision warning systems, which warn drivers of an impending impact but don’t apply the brakes, were found to reduce rear-end crashes by 23 percent. The IIHS estimates that if all vehicles were equipped with automatic braking systems there would have been 700,000 fewer rear-end collisions in 2013.
“The success of front crash prevention represents a big step toward safer roads,” says David Zuby, IIHS chief research officer. “As this technology becomes more widespread, we can expect to see noticeably fewer rear-end crashes.”
Moreover, the study found that rear-end crashes involving vehicles equipped with auto braking had a 42 percent decrease in reported injuries. That figure jumps to 47 percent with Volvo’s City Safety system.
“Even when a crash isn’t avoided, systems that have auto brake have a good chance of preventing injuries by reducing the impact speed,” says Jessica Cicchino, the study’s author and the Institute’s vice president for research.
Forward collision warning systems alone, however, didn’t have a measurable effect on injuries. The study found that such warning systems reduced injuries by only 6 percent, which isn’t statically significant. “It’s surprising that forward collision warning didn’t show more of an injury benefit, given that HLDI (Highway Loss Data Institute) has found big reductions in injury claims with the feature,” said Cicchino.
Although auto brake systems are clearly beneficial, IIHS notes that such systems are often bundled with other technologies like adaptive cruise control, so their exact effectiveness is difficult to track.
The IIHS along with the National Highway Traffic Safety Administration announced last year that they has reached an accord with automakers to make auto braking standard across all vehicles, but a date for that implementation has not been set.
Read more: http://www.leftlanenews.com/front-crash-prevention-systems-reduce-crashes-injuries-iihs-study-90863.html#ixzz3yf5zFj27