1.

Notiuni introductive

Head restraints (also called headrests) 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.[1][2] Since their
mandatory introduction in the late 1960s, head restraints have prevented or mitigated thousands of serious
injuries.[2]

A patent for an automobile "headrest" was granted to Benjamin Katz, a resident of  Oakland,
California, in 1921.[3] Additional patents for such devices were issued in 1930[4] and in 1950,[5] 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.[6]

Optional head restraints began appearing on North American cars in the late 1960s,[citation
needed] 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:[2]

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 positioned.[2]

Sursa: https://en.wikipedia.org/wiki/Head_restraint
 2.Tetierele

Mulți ocupanți ai automobilelor, implicați în accidente rutiere, suferă din cauza fenomenului
denumit ”whiplash” 1, care constă în pendularea bruscă a capului. Firmele constructoare de automobile au
dezvoltat sisteme noi de scaune care să reducă mișcarea capului și gâtului la impacturile din spate,
limitând mișcarea relativă dintre cap și corp. O soluție pentru scaunele din față este sistemul mecanic în
care tetiera este pretensionată de un arc. Un cablu conectat la componentele deformabile ale sistemului de
rabatare a spătarului eliberează reținerea arcului tetierei în cazul unui accident, iar tetiera se deplasează
înainte pentru a ajunge la nivelul capului, limitând astfel mișcarea acestuia. Obiectivul acestui mecanism
este de a păstra o distanța cât mai mică între tetieră și cap [ CITATION Wik98 \l 1048 ]. În Fig. 1 .1. este
prezentată o comparație a cinematicii ocupantului la impactul din spate, unde sunt 2 cazuri; cazul în care
tetiera este în poziția normală, respectiv cazul în care se utilizează tetiera activă [CITATION Sho15 \l
1048 ].

Fig. 1.1. Cinematica comparativă între tetiera normală și tetiera activă

Se poate observa faptul că, în cazul utilizării tetierei active, se micșorează distanța dintre cap și
tetieră, astfel se reduce drastic rotirea capului, așadar se reduce efectul de „whiplash”. S-a dovedit faptul
că tetiera activă reduce numărul de leziuni ale capului și gâtului, în coliziunile din spate, prin diminuarea
efectului de „whiplash” cu până la 45% [ CITATION Nis17 \l 1048 ]. Un alt tip de sistem utilizat pentru
tetiera activă este cel care utilizează acționării unei pârghii poziționate între spătar și tetieră. Acesta este
prezentată în Fig. 1 .2 [ CITATION Wik98 \l 1048 ].

1
Whiplash (”Lovitura de bici”) – tipul de vătămare care apare în cazul coliziunilor de tip față – spate
 Fig. 1.2. Funcționarea sistemului SAHR 2

La momentul coliziunii, forța de impact împinge conducătorul înapoi în scaun, astfel inerția
corpului acționează asupra mecanismului 1, ce acționează pârghia 2, ce deplasează tetiera aproape de cap.
Cel mai bun atribut al acestui dispozitiv este faptul că dinamica tetierei depinde în întregime de forța de
coliziune. Astfel sistemul se calibrează în funcție de inerția corpului ocupantului, la o forță de coliziune
crescută, crește forța de acționare a mecanismului, în consecință crește și viteza de apropriere a tetierei de
cap [ CITATION Wik98 \l 1048 ].

Viano și Olsen au realizat un studiu comparativ, utilizând înregistrările de asigurare din Suedia,
pe o perioada de 18 luni pentru autovehiculele Saab 900 si 9000 cu tetiere standard și Saab 9-3 și 9-5, cu
tetiere active. La ocupanții vehiculelor ce au fost implicate în coliziuni de tip față-spate, au fost trimise
chestionare în scopul obținerii informației cu privire la apariția durerilor în zona gâtului în urma
accidentelor, și durata acestora. Eșantionul a inclus 85 de ocupanți ai scaunelor din față cu tetiere standard
și 92 de ocupanți ai scaunelor cu SAHR. Printre ocupanții scaunelor cu sistemul SAHR, 41% au raportat
un anumit nivel a durerii în zona gâtului în urma accidentului, comparativ cu 53% dintre cei cu tetiere
standard. În cazul durerii pe termen scurt, diferențele au fost chiar mai mari. Doar 4% dintre cei din
vehiculele echipate cu SAHR au raportat dureri în zona gâtului cu durată de cel puțin o săptămână,
comparativ cu 18% dintre cei din vehiculele cu tetiere standard [ CITATION Via01 \l 1048 ].

2
SAHR - Saab Active Head Restraints
Referințe

Nissan Technologies. (2017). Active Headrest. Preluat pe 2017, de pe http://www.nissan-

global.com/EN/TECHNOLOGY/OVERVIEW/active_headrest.html

Shone, R. (2015). Dynamic Study and Analysis of Active Head Restraint Systems. University of
Michigan.

Viano, D., & Olsen, S. (2001). The effectiveness of active head restraint in preventing whiplash.
Journal of Trauma and Acute Care Surgery, 51(5), 959-969.

Wiklund, K., & Larsson, H. (1998). Saab active head restraint (SAHR)-seat design to reduce the
risk of neck injuries in rear impacts (No. 980297). SAE Technical Paper.

3.Whiplash

A car seat is different from an airplane seat. One important function of the car seat is to protect
the driver and passengers in the event of an accident. The purpose of the headrest in a car seat is to reduce
whiplash injury in the event a rear end collision.

This is a nice review from Neck Solutions:

Here is what happens in a rear end collision with an improperly adjusted head restraint:
"Many people refer to the head restraint as a head rest - a comfort feature, however, head
restraints/headrests are installed in vehicles as a safety feature like seat belts. Good head restraints reduce
the rearward motion of the head in a rear end crash and decrease the chances of sustaining a whiplash
neck injury. In fact, you're more likely to need the protection of a good head restraint than the other safety
devices in your vehicle because rear end crashes are so common."

"Findings show that head restraints positioned at or above the head's center of gravity can reduce reported
neck pain after a whiplash neck injury. Drivers with such restraints reported 40% fewer instances of neck
pain than those with poorly positioned restraints."

"Having a poorly adjusted head restraint or one that cannot be adjusted properly to the height of your
head in your vehicle is a major risk factor for increasing the severity of whiplash neck injury during a rear
end collision. This is when the car seat head support can help. View the Insurance Institute for Highway
Safety Head Restraint Rating to get an idea of how your car's head restraint rates."

"Take the time to adjust your head restraint if you have a good one, or use the car seat head support if you
do not. This may prevent a lifetime of disability.

Step 1: Adjusting the Height of Your Car Seat Head Restraint: A low car seat head restraint can
cause injury as the head pivots over the top in a rear end collision. The first step is ensuring the correct
height. Adjust the head restraint up or down until the center of the head restraint at least meets the center
of the back of your head or higher.

Step 2: Check for Forward Head: Every inch your head sits forward of the restraint magnifies the
force of injury to your neck. In one recent crash test performed by the Center for Research into
Automotive Safety and Health, having the head forward by two inches significantly magnifies the force
on the head.

"The the distance between your head and the head restraint (backset) should not be more than 4
finger breaths. If you can't get your head that close, then consider the Car Seat Head Support as an add-on
to your headrest for proper comfort and protection."
 "If a head restraint isn't behind and close to the back of an occupant's head, it can't prevent a
"whiplash" injury in a rear-end collision. Institute researchers regularly evaluate the geometry of head
restraints in passenger vehicles based on the height and backset relative to an average-size male. A
restraint should be at least as high as the head's center of gravity, or about 9 centimeters (3.5 inches)
below the top of the head. The backset, or distance behind the head, should be as small as possible.
Backsets of more than 10 centimeters (about 4 inches) have been associated with increased symptoms of
neck injury in crashes. For more see the National Highway Traffic Safety Administration Review

Sursa: https://www.quora.com/Why-are-car-seat-headrests-really-awkward-How-are-headrests-designed-
to-be-used-What-is-the-most-ergonomic-way-of-seating-in-the-car-drivers-passengers-and-back-seat

4.Active headrest

When the occupant’s lower back presses against the seatback during a rear-end collision, the head
restraint moves slightly forward and upward to help reduce the risk of whiplash on the seat occupant
Active head restraints
Even small forces applied to the seatback may cause the head restraint to move. When a locked head
restraint is pushed up forcibly, the head restraint inner structure may appear. This does not indicate a
problem.
 WARNING
When adjusting the seat position
 Take care when adjusting the seat position to ensure that other passengers are not injured by the
moving seat.
 Do not put your hands under the seat or near the moving parts to avoid injury.
Fingers or hands may become jammed in the seat mechanism.
 Make sure to leave enough space around the feet so they do not get stuck.
Seat adjustment
 Be careful that the seat does not hit passengers or luggage.
 To reduce the risk of sliding under the lap belt during a collision, do not recline the seat more than
necessary.
If the seat is reclined too far, the lap belt may slide past the hips and apply restraint forces directly to
the abdomen or your neck may contact the shoulder belt, increasing the risk of death or serious injury
in the event of an accident.
Adjustments should not be made while driving as the seat may unexpectedly move and cause the
driver to lose control of the vehicle.
 Manual seat: After adjusting the seat, make sure that the seat is locked in position.

Sursa: http://www.tsienna.net/active_head_restraints-83.html

5.BMW Active headrest

Some vehicles are equipped with an active headrest. These headrests are designed to move forward
during a rear collision to reduce the chance of whiplash injury. Let's take a look at some of the key points
when working with an active headrest and some of the resources to find information.
 As always, refer to vehicle-specific service information to determine the proper repair,
replacement, and reset procedures (when applicable). When inspecting a vehicle with a deployed active
headrest, one of the first places to look for information is the I-CAR OEM Restraints System Part
Replacement Search . The vehicle-specific search results will usually state if the active headrest can be
reset, or it will identify the parts that need to be replaced.

Some active headrests are mechanical, like on the 2014 Dodge Grand Caravan. If undamaged,
they "are designed with the intention of reuse."

Some active headrests may automatically reset, like on the 2010 Toyota Venza. This system uses
a pressure plate in the seat back to move the headrest forward. A spring automatically returns the headrest
to the original position following a rear impact.

Others use pressurized gas for activating the active headrest. A vehicle maker may have more
than one type of system in their vehicle lineup. For example, the 2014 BMW 7 Series may be reset by
replacing a pressurized gas cartridge (up to five times); while the active headrest on the 2014 BMW 3
Series require the complete headrest be replaced.

After a deployment, it important to determine what has to be replaced, what can be reset, what
needs to be inspected, and where the repair information can be found.

Sursa: https://rts.i-car.com/collision-repair-news/active-head-restraints-overview-1.html

6.Crash-active head restraint

 On activation, the crash-active head restraint reduces the distance between the head restraint and
head in order to reduce the load on the cervical vertebrae during a rear-end collision. (Reason:
The distance between the head and head restraint can increase as the result of the range of
adjustment of the seat.)

Brief component description

The following components are described:

 Crash-active head restraint

 ACSM or MRS: Crash safety module or multiple restraint system (ACSM stands for
"Advanced Crash Safety Module", referred to as the "crash safety module".)

 Airbag control lamp

The crash-active head restraint is available for the driver's and front passenger seat. From the
outside the Crash-Active Head Restraint is distinguished by its two sections, which give it an
easily recognised appearance. The Crash Active Head Restraint is available in two versions:

 Crash-active head restraint for the comfort seat

The depth adjustment of the head restraint can be set via the backrest upper section adjustment.

 Crash-active head restraint for all seats except comfort seat

The button for setting the head restraint (depth adjustment) is installed in the side face of the
front section of the head restraint. It enables the position of the front section of the head restraint
to be varied in 3 positions by up to 30 millimetres depending on what the occupant wants. For
the forward depth adjustment, the front section of the head restraint only needs to be pulled
(2 lock positions). For the backward depth adjustment, press the button in the front section of the
head restraint. This releases the latch mechanism. The front section of the head restraint can be
pressed backwards.
Spring force instantaneously propels the head restraint's front section into place in response to
rear impacts. It moves forward by up to 60 millimetres, and upward up to 40 millimetres
(depending upon the momentary height adjustment). This reduces the distance to the head.

When the Crash Active head restraint module or MRS control unit transmits a trigger signal, the
Crash Active head restraint deploys as follows:

 The ignition squib in the pyrotechnic component ignites the propellant charge. The
pyrotechnic component contains the ignition squib and propellant charge (designation in
the wiring diagram: "Alternator active head restraint front left" and "Alternator active
head restraint front right").

 The propellant charge drives a pin. The pin presses onto a release plate.
  When the release plate shifts, the preloaded springs are triggered. The spring force moves
the front section of the head restraint forward and upward.

Sursa: https://www.newtis.info/tisv2/a/en/e90-320d-lim/wiring-functional-info/body/safety-
functions2/XHUq3ak