GB2520096A - The intelligently controlled impact energy absorbing hand steering wheel casing materials (the absorber) - Google Patents

Abstract

A fragmentary hand steering wheel contains a number of inner fragment shells 1 and outer fragment shells 2 that are supported by an arch effect and rotated by a an electrical device or devices not shown in order to change the hand steering wheel solid structure into a fragmented non-solid structure. The steering wheel comprises pins and spokes. In the fragmenting state, the pins move the inner fragments 1 to align with the outer fragments 2. The invention has advantages if an air bag 4 fails. The invention allows the structure of the steering wheel to change in a crash, thus reducing the potential for harm to the driver. The device may contain one or more sensors, not shown, that interface with a control means, not shown, to optimize the functioning of other systems such as air bags, with the steering wheel.

Description

The intelligently controlled impact energy-absorbing hand steering wheel casing materials (the absorber)

Background

This invention relates to providing my fragmenting hand steering wheel with the existing intellectual property office patent number: GB2487203 with an intelligently controlled impact energy absorbing and dispersing casing materials, in order to protect the vehicle driver during a crash impact from serious injury or even death.

Since the invention of the motor vehicle, the hand steering wheel has being one of the major injury contact sources in frontal crashes, causing numerous injuries and deaths annually. To overcome this major issue, motor companies have adapted safety mechanisms such as the seat belt and the air bag. However, both mechanisms have not fully solved the problem. For instance any failure in the airbag system can have serious consequences, leading to the driver striking the hand steering wheel in a frontal crash.

research was conducted to highlight the major problems associated with the airbag. It was und that in a large number of crash cases the airbag did fail to deploy and protect drivers Nrom impacting the hand steering wheel in a frontal crash it was also found that the airbag it-If can cause traumatic injuries.

1To overcome the dangers opposed by the existing hand steering wheel in case of an airbag malfunction or failure, a smart impact energy absorbing and dispersing hand steering wheel mechanism was designed. This new steering mechanism will be controlled and governed by a sharp intelligent sensor that will be responsible for choosing the appropriate crash safety mode for the occurring crash, in order to protect the vehicle driver from injury or even death.

Inuction When a vehicle is involved in a frontal collision, the dangers and degrees of damage to the driver's body can be minimal, moderate or even deadly. The outcome depends on certain factors such as: o How fast the vehicle was travelling before it collided with one or multiple objects o The angle of impact.

o The weight of the vehicle(s) involved.

In the millisecond world of motor vehicle frontal crashes, the drivers rely heavily on the airbag, to deploy at the right time with the right speed, in order to cushion them from the impact of the crash, and also to protect them from the dangers of the solid hand steering wheel rim, which has been identified by the American National High Traffic Safety Administration (NHTSA) and the European New Car Assessment Programme (Euro NCAP) as one of the major injury contact sources in a collision.

There is no doubts about the importance of the airbag, however countless reports of airbag related injuries and fatalities, due to different types of airbag deployment failures in moderate or serious crashes, have raised some serious questions and concerns by the media and the eneral public, that their answer remains until now, by most highway safety agencies and I uote "airbags are difficult technology" The following list of automotive related troubles are also the problems that the new Nrrtelligently controlled impact energy absorbing steering wheel casing materials (the sorber) will be directly or indirectly solving. r

The most common vehicle crash type Frontal impact: Most common (80%); occurs when two vehicles collide head-on, or when a single vehicle hits a stationary object head-on. Vehicle occupants continue moving forward due to kinetic energy.

The major injury contact sources to drivers in a frontal impact The major injury contact sources in a frontal crash are the airbag, the hand steering wheel, and also the windshield and dashboard The dangers of the existing solid hand steering wheel Drivers should sit with their chest at least 10-12 inches from the centre of the hand steering wheel. But keeping this safe distance can sometimes be hard and tricky, as mot driver may not be able to hold on to it, in frontal crashes where harsh braking takes place prior to impact, this is because the driver's body would have leaned forward instinctively. Thus potentially getting injured by the airbag or the hand steering wheel rim, because of the above reason, drivers who cannot get their chests or abdomens far enough away from the centre of the hand steering wheel have been allowed pedal extenders, the government is also allowing the 4stallation of air bag on/off switches until the 1st of September 2015.

Trauma signs and clues VITAL SIGNS: TRAUMA; Clues in a Bent hand Steering Wheel rim Emergency room doctors who want to learn quickly whether a crash victim suffered serious chest or abdominal injuries should find out what the steering wheel looks like.

The more bent the steering wheel rim, the more likely the patient is to have a thoracic injury, a new study reports.

Writing in Annals of Emergency Medicine, the researchers, led by Dr. Craig D. Newgard of Oregon Health & Science University, said that rescue workers should be encouraged to look at the steering wheel and report damage to the doctors.

Sometimes, Dr. Newgard said, a crash victim may have a serious chest or abdominal injury but show no immediate signs of it. "Maybe having that steering wheel information would raise your suspicion and cause you to look a little harder," he added.

The study drew on data generated over eight years from 42,860 people who were in the front seat during crashes. The researchers found that every steering wheel dent of roughly two inches increased the driver's risk of chest injury by 28 percent.

The most common injuries caused by the hand steering wheel Drivers may show head or chest injuries due to impact with the steering wheel, with sternal nd rib fractures, pulmonary contusions and lacerations (due to rib fractures), cardiac ceration/contusion, aortic dissection, bepatic and splenic lacerations Drivers may show 1ttern impact injury of the steering wheel N'civers may show wrist or forearm fractures if hands were positioned on the steering wheel at One of impact r The risk of a direct steering wheel rim impact to heavy goods vehicle drivers Numerous studies of truck frontal crash tests have shown a high risk of drivers sustaining severe or fatal injuries.

This is because the bottom part of the hand steering wheel remains solid as usual, and tends to adopt a dangerous angle of attack, targeting vital organs in the drivers' stomach or chest even in the presence of a successful airbag deployment. r

The objective of the driver's airbag The objective of the driver's airbag is to reduce the force exerted by the hand steering wheel (and the dashboard) on any point on the body. This is accomplished in two ways: (1) by increasing the time interval over which the force is applied, and (2) by spreading the force over a larger area of the body, thus minimizing the deceleration rate and likelihood of injury.

But while "supplement the seatbelt" is the mission of airbags, regulations require that they be tested and made effective for unbelted occupants as well, vastly complicating their task. In order to achieve this bold feat, airbags must counteract the violence of the collision with a structured sort of violence of their own. Every airbag deployment is literally a contained and directed explosion, and heat and gas are the result.

How long does the airbag stay inflated? Airbags must do their work quickly because the window of opportunity-the time between a car's collision into an object and an occupant's impact into the steering wheel or instrument panel-lasts only milliseconds. Deployment usually begins once the electrical power is provided to the airbag, But even as it is filling with nitrogen gas, an airbag is already venting this is so the human body, is not running into the equivalent of a fully inflated Pirelli P7 radial.

In fact, the maximum pressure in an airbag is less than 5 psi-even in the middle of a crash vent. The whole process generally happens within 8 to 40 milliseconds from the initial pact.

How long do airbags last? bnrbags are like any mechanical components and have a limited lifespan, there is a growing Qncern that as airbags age, degradation of the propellant charge would mean that they will inflate with the same pressure and speed as when they were new thus compromising 4yiver's safety.

the chemestry of the airbags The term "airbag" itself is misleading since there's no significant "air" in these cushions. They are, instead, shaped and vented nylon-fabric pillows that fill with gas when deployed.

Manufactures fill the airbags with different chemical stews. But Sodium Azide, remains the original preferred chemical, the toxic gas-generating material is usually held in what is basically a small tray.

Sodium Azide in car airbags poses a growing heath and environmental hazard Automobile airbags, which have been mandatory, have long been touted as life savers. What hasn't been widely told is that every air bag in every vehicle is a potential death trap and a growing danger to the environment due to a chemical compound used to inflate airbags which is every bit as toxic as sodium cyanide. That deadly compound is sodium azide. Sodium azide (NaN3) is a highly volatile and highly poisonous compound which is used to inflate airbags when a collision causes the sodium azide to violently explode and inflate the airbags.

However, even in minute amounts it can kill everything from bacteria and fungi to animals and humans. The presence of the deadly compound represents a serious threat to vehicle occupants, rescuers and others who might come into contact with it as well as an increasing threat to the environment. Ingesting or absorbing as little as 50 milligrams (less than two-thousandths of an ounce) can cause the average adult to collapse into a coma-like state within five minutes. Blood pressure will drop and the heart will go into tachycardia. Ingestion of only a few grams can result in death in as little as 30 minutes. Studies dating as far back as 1970 show that sodium azide kills or degrades the seeds of many plants at 10 parts per million in the soil. At 200 ppm, it not only sterilizes the soil -but also changes soil chemistry and kills all soil bacteria and fungi.

ttle is presently known about the environmental effects of sodium azide. However, what is nown is that sodium azide is water-soluble and that spills could possibly migrate into the 1ater table via sewers, streams, lakes, and groundwater systems. When wet, Sodium azide I"D'oduces hydrazoic acid -a volatile compound which also represents a potential threat to Chicle occupants, rescuers, recovery agents and even sanitation workers and others that may in contact with the acid or bydrazoic acid gas. Additionally, scrapped airbags sit like 1cnvironmental time bombs in the myriad of automobile salvage yards that we see in most communities. On March 26, 2005 at a national meeting of the American Chemical Society in San Francisco, atmospheric scientist Eric A. Betterton of the University of Arizona stated that "scientists really don't know where or how all this sodium azide will inevitably wreak greatest environmental havoc"."Given the huge surge in production, there exists a greatly increased potential for significant accidental spills and subsequent human and environmental exposure to this material. a

Although sodium azide is already used in many industrial products, such as explosives, detonators, anticorrosion solutions, broad-spectrum biocides and airline safety chutes, with the advancement of passive vehicle safety systems a much larger threat to our environment has emerged over the last 15 years. Much of that threat is likely to come from automobile salvage yards where automobiles are crushed and taken apart with little or no regard for the potential dangers lurking in airbags. The vast majority of vehicles with airbags remain on the road today. The more that huge fleet of vehicles ages, the greater the risk becomes of harmful exposures to humans and the environment. As Betterton stated, the increased demand for airbags and the aging vehicle fleets over the next few decades will result in amounts of sodium azide which "will greatly exceed the approximated 5 million kilograms (11 million pounds) that has already been incorporated into airbag inflators in the United States alone." 6. Exposure to Sodium Azide symptoms People exposed to small amount of sodium azide by breathing it, absorbing it through their skin, or eating foods that contain it may have some or all of the following symptoms within minutes o Rapid breathing o Restlessness 4 Dizziness Weakness o Headache 1" Nausea and vomiting Rapid heart rate Red eyes (gas or dust exposure) r Clear drainage from the nose(gas or dust exposure) o Cough(gas or dust exposure) o Skin burns and blisters(explosion or direct skin contact) Exposure to a large amount of Sodium Azide by any route may cause these other health effects as well o Convulsions o Low blood pressure o Slow heart rate o Loss of consciousness o Lung injury o Respiratory failure leading to death Showing these signs and symptoms, does not necessarily mean that a person has been exposed to Sodium Azide.

Airbag deployment failures and risks Airbags can also cause serious injuries or deaths if they possess certain defects. Instead of saving car occupants, they can also cause harm to people if they: Failed to deploy-"Airbags" are designed to deploy in moderate and serious accidents in order to prevent the occupants from hitting solid objects, like the hand steering wheel or wind shield upon impact. If they failed to deploy in the event of an accident, the occupants will be likely injured Failed to deploy on time-Airbags should deploy right after the air bag computer sensed that a ash or collision is happening. However, they may not suddenly deploy because of faulty components, safety issues or different algorithm problems. As a result, car occupants may not Nceive any protection, causing them to sustain preventable injuries.

ployed when not needed-There instances when airbags deploy unexpectedly, even in the bsence of a car accident. They are supposed to deploy only in moderate and serious 1t.cidents, as mentioned earlier. The problem is that defective airbags may suddenly deploy during low speed collisions or accidents, thus causing unintentional harm to the vehicle occupants.

Cardiac injuries Cardiac injuries can also happen due to airbag deployment even with no visible injury at the time of presentation to the hospital and this may include serious cardiac injuries," lead author Dr Rami Khouzam (University of Tennessee Health Science Center, Memphis) explained to heart wire in an email. The main types of cardiovascular injuries following airbag deployment are aortic transection, tricuspid-valve injury, right atrial rupture, cardiac contusion, Ml, aortic-valve avulsion, cardiac tamponade, and bemopericardium, he noted

Field to deploy in cold weather conditions

Autoliv, a Swedish auto parts supplier Reported a one-time airbag failure to deploy during a production parts test conducted at minus 22 Fahrenheit (-5) Autoliv said that additional tests indicated that its side airbags might fail to properly deploy in cold weather.

The effects of Moisture and dust on the airbags Airbags can also accidentally deploy when a car is exposed to extreme environmental conditions such as severe dust, moisture and salt residue.

Source Accidental Airbag Deployment Causes Installing aftermarket car accessories such as an MP3 docking stations, DVD players, cell phone chargers and other devices is one of the major causes of accidental airbag deployment.

electrical system of the airbags is sensitive to even the slightest change to its wiring and twer supply. It is recommended that you never try to install aftermarket electrical car F'accessories by yourself. r Burns

Some airbags release toxic chemicals when they deploy if the filtration system of the gas inside of the airbag malfunctions. This can cause chemical burns, most often to the face and neck Blunt force trauma injuries A front airbag takes about 30 to 55 milliseconds to deploy, which is faster than the blink of an eye. The airbags deploy quickly to ensure that you collide with the bag just as it becomes fully inflated. If the bag, which travels more than 120 miles per hour, strikes the driver before it has fully inflated, it can cause Blunt force trauma injuries Eye wear If you wear glasses, your eyes are at risk since the airbag would bit your face. In addition, smoking in the car could be an issue. When the airbag deploys, it would bit your face with a cigarette in your mouth and there's airbag gas that's released, so it could be extremely dangerous. If you are eating at the time the airbag opens, the food could be stuck down your throat and you could choke. Anything moving in the car when the airbag explodes can "Stands on the wheel 1'ere is evidence that serious injury can be inflicted on the driver if his or her hands are Nesting on the steering wheel airbag cover at the time of deployment. The hands and limbs On become projectiles inflicting injuries to the facial areas eughing fits According to A Science University,, Around 2.5% of all drivers in crashes are 4ikely to suffer coughing fits, and asthma attacks are other common injuries during airbag deployment.

The risk to Rescue workers Air bag can suddenly deploy during rescue operations, creating a hazardous operating condition, causing further injury, and delaying medical assistance to victims.

Obese drivers Obese drivers are more likely to die in car crashes than other motorists -with obese women most at risk scientists warn that heavier people are up to 80 per cent more likely to die in an accident than drivers of a healthy weight, according to a new study. The risk of death and injury doubles for obese women, says research published in the Emergency Medicine Journal.

From the study's findings we can conclude that fat drivers are propelled further forwards towards the hand steering wheel and into the airbag risk zone during a frontal collision.

This is because their additional soft tissue prevents the seat belt tightening immediately against the bones of the pelvis.

Around one in four men and women is clinically obese -so fat it threatens their health. In the study, the fatter the driver, the bigger the risk of death compared with someone of normal weight.

The study included 6,806 drivers involved in 3,403 collisions, of which 18 per cent were classified as obese, 33 per cent were overweight and 46 per cent had a healthy weight.

Obesity is defined as having a Body Mass Index (BMI) of 30 or above.

e AA said car manufacturers might want to look at safety features that could be added T'r adapted to protect the growing body of obese Britons. r

The risks of Airbags and the hand steering wheel during pregnancy "As you know, airbags can save lives in car crashes, but many of pregnant patients are very concerned about the risks involved to their unborn child if an airbag is deployed.

Unfortunately, motor vehicle accidents (MVA) are the leading cause of fetal trauma in pregnant women, often resulting in fetal and maternal death. Approximately 2.8% of all pregnant women are involved in a motor vehicle accident, with the youngest age groups most affected. Reports of MVAs in pregnancy carries the risks of placental abruption (most common), low birth weight, prematurity resulting from premature labor, and premature rupture of the membranes with loss of amniotic fluid and fetal death resulting from the direct trauma. To avoid the airbag and hand steering wheel injuries, the National Highway and Traffic Safety Association recommends a minimum of a 10 inch distance from the Center point of the airbag cover, (the plastic piece facing the driver) which is located Either in the steering wheel or the dashboard, depending on the car model The safety and efficacy of airbags for pregnant women has not been clearly demonstrated. Since the gravid abdomen can be the leading point of contact from an airbag or the hand steering wheel, especially in the second half of pregnancy, concerns about placental Abruption, uterine rupture and direct fetal injury have been raised. It is extremely difficult to comply with the 10 i cb safety distance from the airbag to the gravid abdomen, especially in the third trimester of regnancy. r

Low speed airbag deployment costs Airbag deployments in low speed crashes are causing deaths and injuries, and costing billions of dollars in repairs that are probably unnecessary. NHTSA's recently proposed airbag rules pay scant attention to low-speed crash airbag deployments. A study analysis published by Canadian, Australian and U.S. governments and by auto industrys and independent researchers makes it clear that inexpensive airbag sensors set to deploy in low speed crashes when they are not necessary, are producing serious, sometimes fatal, injuries and are creating a windfall in replacement part sales for manufacturers. This analysis was based in part on documents provided by a former General Motors engineer. * Virtually all of the 115 deaths that NHTSA attributes to airbags occurred in crashes with delta-v's at or below 15 miles per hour, which is considered low speed. * About 74 percent of airbag deployments occur in crashes with delta-v's of 15.5 miles per hour or less, according to Air Bag Deployment Crashes in Canada The airbag's risk zone/group The risk of injury increases if the driver is shorter than 4 feet, 11 inches or taller than 6 feet, 3 inches, or if he/she sits less than 10 inches.

s Air bags are designed to save lives and prevent injuries by cushioning occupants as they ove forward in a front-end crash. By providing a cushion, an air bag keeps the occupant's "5ad, neck, and chest from hitting the steering wheel rim or dashboard. To perform well, an I"+r bag must deploy quickly and forcefully. The force is greatest in the first 2 to 3 inches after air bag bursts through its cover and begins to inflate. Those 2 to 3 inches are the "risk ne." The force decreases as the air bag inflates further.

an occupant who is very close to, or on top of the air bag when it begins to inflate can be hit with enough force to suffer serious injury or death.

Drivers with disabilities Disability requires them to sit within the deployment zone or they need to place their arm across the wheel to steer, then the use of an airbag may be contra indicated.

TRL carried out research for the then DETR to investigate the effects of airbags on steering devices for disabled drivers attached to the rim of the wheel of a car, because worries had been expressed that such devices could cause injury when the airbag fired.

Airbag on/off switch risk group In the U S A the physicians did recommend turning off an airbag if a safe distance or position cannot be maintained by a driver because of: Scoliosis or Achondroplasia (defective conversion of cartilage into bone, especially at the epiphyses of long bones, producing a type of dwarfism) Or by a passenger because of Scoliosis or Down syndrome and atlantoaxial (atlanto-axial joint is a joint in the upper part of the neck etween the first and second cervical vertebrae) instability.

he physicians also noted that a passenger air bag might have to be turned off if an infant or a iild has medical condition and must ride in front so that he or she can be monitored by the N ive r. r

The most common reasons why airbags fail o Air bag manufacturer producing a defective product o Auto manufacturer installing the equipment incorrectly o Mechanic who made insufficient repairs or who purchased counterfeit or inferior parts o Car dealer who sold the vehicle without disclosing that it was previously involved in an accident that caused air bag deployment o An air bag may also not deploy or work properly if the vehicle's air bag readiness light is illuminated. When illuminated, the air bag readiness light warns consumers of potential problems with a vehicle's air bag system. (If an air bag readiness light is illuminated, the vehicle should be serviced without delay.) 1. After an advanced frontal air bag deploys, can it be re-used? No. Once deployed, an air bag -whether advanced frontal or other type -cannot be re-used and must be replaced by an authorized service technician without delay. r

Some Airbag statistics Air bag progress report 2.

How many people have been killed by air bags in the United States? The following table was compiled from data taken from the person files of NHTSA's fatality analysis reporting system (FARS data base (1). In the strange way that the government records the data, data from each accident is broken up and included in four different data bases; i.e., some of the information is included in one data base, some in another, some in a third and some in a fourth. Since there is no common identifier, this makes it difficult to reassemble all the data for a given accident.

With regard to air bags, the most relevant information is given in the so-called "person data base. The person files include not only those killed in motor vehicle accidents, but all those directly involved, which includes all occupants in the vehicles involved in an accident where a fatality took place, as well as any outside the vehicle who may have been struck by one of the vehicles.

In the table below, No Air Bag Deployed means no air bag was deployed at the location of the "4 rticular vehicle occupant. Air Bag Deployed means one or more (usually only one) air bag Td'ployed at the location of the vehicle occupant. Number Killed with Air Bag Deployed means number of those vehicle occupants who were killed where an air bag deployed at their &ation. Number Killed with No Air Bag Deployed means that no air bag deployed at the I cation where the vehicle occupant was killed. Percent Killed with No Air Bag Deployed is mply the quotient of the seventh line divided by the fourth line, while Percent Killed with Air Bag Deployed is simply the sixth line divided by the fifth line. Increase in Number of Killed with Air Bag Deployed is the difference between the actual number killed where an air bag deployed and the number who would have been killed if the percentage of those killed where an air bag deployed had been the same as where an air bag did not deploy.1 Year 2000 2001 2002 2003 2004 2005 2006 2007 2008 Total Number ci 100 716 101 175 101,784 101 862 100,760 101 034 98 356 94 338 84026 Persons Total Vehicle 94325 94706 95402 95469 94,578 94 803 92 161 88 407 78 310 Occupants NoAirBag 80361 79157 77868 75790 72,734 71737 68449 64100 56210 Deployed Au Bag Deployed 13,964 15 549 17 534 19,679 21 844 23,066 23,712 24,307 22,100 Numbei Killed WithAirBag 6,089 6848 7880 9053 10,113 10770 11403 11587 10682 Deployed Numbei Killed With No Au Bag 30,259 29,592 29,495 28,288 27 190 26,903 25,598 24,164 21,339 Deployed Percent Killed With No Au Bag 38% 37% 38% 37% 37% 38% 38% 38% 38% Deployed Percent Killed With 44% 45% 46% 46% 47% 48% 48% 48% Air Bag Deployed crease in Nurnbei rf Killed With Au 783 1,095 1,217 1,772 1797 2,005 2392 2350 2,284 Deployed Total increase in number of killed where air bag deployed over the nine year period from 2000 through 08: 15,695. r

Unlike NHTSA, we do not infer cause and effect relationships simply because it suits our convenience. Thus we cannot say, simply on the basis of these figures, that all of the extra 15,695 were, necessarily, killed by their air bags. Nevertheless, these figures raise some serious and very troubling questions, because they raise the possibility that air bags may be killing over 2,000 Americans a year.

Similar findings of airbag related deaths and injurers statistics can be found on the websites of the European highway safety agenesis.

References Theoretical Simulation of Combustion and Inflation in Two-Stage Air Bag Inflation" by W.T.

Wu, et.al., Combustion Science and Technology, Number 177, pp 383-412, (2005).

References:( person files of the FARS data (1).NHTSA Recalls Car maker Number of Date of recall airbag related ________________ Recalls ________________ Toyota RAV4 427 model year 03 February 2012 ________________ 2011 ________________ Chrysler 5,334 model year l4November2Oll _________________ 2008-2012 _________________ Hyundai 205,233 model 25 September2011 ________________ year 2007-2008 ________________ Kia 10,631 model year 23 September 2011 _________________ 2007-2008 _________________ Honda 2,430 model year 13 May 2011 ________________ 2001-2002 ________________ Hyundai 65,226 model year 3 I December 2009 _________________ 2006 through 2009 _________________ VW 6,054 model year 29 December 2009 __________________ 2009 __________________ ci-rt2ilure to wear a seat belt costs Ontributes to more fatalities than any other single traffic safety-related behaviour 63% of ople killed in accidents are not wearing seat belts. Wearing a seat belt use is still the single effective thing we can do to save lives and reduce injuries on America's roadways. Data suggests that education alone is not doing the job with young people, especially males ages 16 to 25 the age group least likely to buckle up. They simply do not believe they will be injured or killed. Yet they are the nation's highest-risk drivers, with drunk driving, more speeding, and more crashes. Neither education nor fear of injury or death is strong enough to motivate this tough-to-reach group. Rather, it takes stronger seat belt laws and high visibility enforcement campaigns to get them to buckle up. Seat belts are the most effective safety devices in vehicles today, estimated to save 9,500 lives each year. Yet only 68 percent of the motor vehicle occupants are buckled. In 1996, more than 60 percent of the occupants killed in fatal crashes were unrestrained.

If 90 percent of Americans buckle up, we will prevent more than 5,500 deaths and 132,000 injuries annually.

The cost of unbuckled drivers and passengers goes beyond those killed and the loss to their families. We all pay for those who don't buckle up in higher taxes, higher health care and higher insurance costs. On average, inpatient hospital care costs for an unbelted crash victim are 50 percent higher than those for a belted crash victim. Society bears 85 percent of those costs, not the individuals involved. Every American pays about $580 a year toward the cost of crashes. If everyone buckled up, this figure would drop significantly. USA estimated statistics only.

According to the National Highway Traffic Safety Administration, in 2011, 21 253 occupants of passenger vehicles died in motor vehicle traffic crashes, and of these, 56% were not wearing seat belts. An estimated 2204 lives were saved by frontal airbags in that year. On the other hand, since June 2003, 144 children and 87 adults have died because of airbags, and many others have been injured.

Vehicle manufacturers need to continue to improve the technology to reduce injuries and death, researchers conclude. "We are still some way from the ideal combination of maximum protection with minimum risk." estimated statistics only.

Conclusions

The existing hand steering wheel rims and spokes used in today's motor vehicles are deadly to drivers if the airbag fails to deploy or malfunctions in a crash.

A large number of drivers fail to put their seat belt on.

The existing hand steering wheel rim creates serious risks to HGV driver's thorax /abdomen.

Obese people are more at risk from being injured from the hand steering wheel and the airbag Airbags do save lives but only if they deploy successfully.

Airbags have been designed to protect drivers from hitting the hand steering wheel rim.

Airbags can fail to deploy or fail to deploy on time in a collision.

Airbags can deploy prematurely (too early).

j.rbags can deploy (late).

Airbags contain a dangerous chemical mix (NAN3).

Qrbag chemicals represent serious short term and long-term dangers to the environment and ct' society. r

Airbags can harm pregnant woman and their unborn baby.

Airbags can be deployed unnecessarily and accidently.

Airbags inflate and deflate rapidly.

Airbags can injure and kill people in both low speed and high-speed deployments.

Airbags are difficult technology (NHTSA).

As the complexity of any chemical reaction or an explosion is extremely difficult to contain or control, we can be sure that the airbags will have serious algorithm problems Serious injury can be inflicted on the driver if his or her hands are resting on the steering wheel airbag cover at the time of deplo

Statement of invention

To overcome most of the above mentioned automotive related concerns and problems I propose a smartly controlled impact energy absorbing and dispersing hand steering wheel casing materials that can be made or constructed from a plurality of substances they will be casing and working jointly with my fragmenting hand steering wheel's internal support structure design 6B2487203 and can also case and work jointly with any other hand steering wheel designs all in order to rapidly transform the rim and spokes of a hand steering wheel from an all solid state, to a non-solid impact energy absorbing state in less than a blink of aye when a vehicle crash occurs in order to absorb most of the violent kinetic energy from the driver's body, and protect him/her from serious injuries or even death.

The cleverly controlled impact absorbing materials concept (how it works) The clever absorbing casing material comes in a plurality of external casing sizes and designs, this is in order to be capable of operating inside all kind of motor vehicle sizes and categories, the absorber will not hide motionless behind an explosive toxic airbag when a collision occurs.

In fact it will play a very important safety role as an intelligent life saving mechanism, that will controlled and managed by its own sharp sensor programmes which will have a plurality of 14eilor made crash safety modes to choose from) all in order to provide protection to all kind of drivers regardless of their size, gender, age as well as their physical condition or disability, in different types of crashes.

the absorber's Impact management sensor's role (IMS) The external surfaces of the impact energy absorbing and dispersing casing materials, will be governed and controlled by an intelligent impact management sensor (IMS), that will have 9 or more crash safety modes to choose from when a collision or a crash occurs, the (IMS) will be strategically installed in the vehicle, and it will be able to determine the most suitable safety mode for the driver during any occurring crash type. Through its impact severity readings it will be able to order and also provide the inner fragments shifting mechanism of the fragmenting hand steering wheel, and the airbag's inflation sensor with the accurate time of activation and deployment.

The absorber's IMS will also be able to work together with the airbag's inflation sensor commands and protect the driver by preventing any risky or unnecessary airbag deployment, from taking place.

The impact management sensor's 12 modes IMS 1. Solid operational mode (SOM).

This is needed to turn the vehicle in all directions in a normal day to day driving conditions, this means that the absorber stays intact and solid without hampering or interfering with the drivers steering ability at all.

2. Unbelted driver's safety mode (UDSM).

As the absorber's IMS activation computer programmes relies mainly on the speed readings and the impact severity readings to choose between its safety modes and to make its protective decisions, the unbelted driver will be shielded against injury by first cancelling the potentially dangerous airbag deployment, and then arming the absorber's shifting mechanism (S.M) to be ready for an immediate impact energy absorbing activation should a collision occurs. But if the driver puts his/her seatbelt on, the (IMS) will order the (S.M) to go back to its normal readiness state.

Low speed preventive and protective safety mode (LSPAPSM) covers crashes from 14 mph up until 21 mph.

Nm the absorber and the seatbelt will be able to provide sufficient protection for the vehicle's Giver during a low speed crash which may occur below 21mph. Any risky Low speed Airbag -..$ployment will no longer be needed, and must be prevented from taking place as it will be Twasteful and extremely risky to the driver, with potentially serious consequence.

4. Airbag deployment failure safety mode (ADFSM) covers crashes starting from 21 mph upwards When the absorber's impact management sensor (IMS) detects a crash is happening it will calculate the impact severity data, and it will determine the most suitable safety mode for the crash, as well as the exact time for which the airbag must be deployed at, this kind of information will be automatically supplied to the airbag's sensor, in the form of a countdown to deployment sequence, If for whatever reason the airbag fails to meet its already -predetermined deployment dead line, the absorber's (IMS) will protect the driver by cancelling the potentially dangerous airbag deployment first, and immediately ordering the (S.M) to make the absorber's rim impact energy absorbent in order to protect the vehicle's driver from harm.

5. Supportive activation safety mode (SASM) covers crashes starting from 21 mph upwards If the airbag has been deployed successfully meaning (at the correct time set by the impact management sensor in a crash) The IMS will keep the absorber in its normal solid operational mode (SOM). This is because the back of the fully inflated driver's airbag will need the support of a solid rim behind it in order for its cushion to be beneficial to the driver during a frontal crash impact.

6. Multiple impacts safety mode (MISM) or protect and steer (PAS) If the airbag has been deployed successfully during a high speed rate collision, the IMS will hold back and not activate the absorber's rim to impact energy absorbing and dispersing state. However if the vehicle is struck by another frontal or overlapping impact, the IMS may order the S.M to unlock and also lock back the rim of the fragmenting hand steering wheel in very quick rapid activations, this is in order to protect the vehicle driver again if he/she is faced with a secondary crash impact and also maintain driver steering ability at all time. And reason for this mode, is that the airbag is designed to inflate and deflate very rapidly ich means that its protective nylon cushion, can only offer just few milliseconds of cushioning protection in any type of crash, and evidently this is will not be sufficient in crashes ich may involve the driver receiving not one, but multiple frontal or overlapping crash pacts, the kind of which usually happen on today's fast and busy motorways.

1'Adaptive safety mode or (ASM) covers crashes between 21 mph and 45 mph Tfl this mode the absorber will work together with the seatbelt and the airbag in crashes occurring between speeds of 21 mph and 45 mph, and guide the flying driver's body into taking a self protective arch like posture in a frontal crash, this is in order to distribute the driver's weight evenly over the top and bottom areas of the absorber's rim and the airbag's cushioning surfaces, which means that the absorber and the airbag will have a joint, same time activation. see figure There are 3 main reasons for this. Number 1 is to degrade some of the airbag deployment force by flexing the bottom part of the absorber's rim in order to protect the obese and pregnant driver's abdomen. Number 2 is to keep the driver's body under control Number 3 is to stop the driver's head from bouncing upwards, towards the windshield or hitting the roof of the vehicle which is generally caused by the present solid non smart hand steering wheel upwards tilt (positioning degree angle) This mode must be deactivated for people with severe lower back health issues.

8. Premature airbag deployment safety mode (PADSM) covers crashes starting from 21 mph upwards If for whatever reason the airbag's sensor malfunctions and decides to deploy earlier then the right time required by the IMS, the absorber's impact management sensor (IMS) will prevent it from doing so. And immediately order the absorber's shifting mechanism (S.M) to rotate all of the inner fragments inside their outer fragments shells at once. Thus making the absorber's rim impact energy absorbent so it can gently slow down and protect the flying driver's body from harm And the prevention of the airbag deployment in the above crash situation can be justified for the following reason bellow.

irbags are designed to inflate and deflate very rapidly so they don't suffocate the driver.

o if the airbag gets deployed too early in a crash this will mean, that the driver may not get enough or any protection, this is because the airbag got inflated earlier then required, and has NI'ready started to deflate whilst the drivers body is still in mid flight and coming forward Qpidly towards the hand steering wheel rim, therefore the airbag will be of no use to the -c4rifortunate driver.

it Late airbag deployments safety mode (LADSM) covers crashes starting from 21 mph and upwards Again If for whatever reason the airbag's trigger mechanism malfunctions and wants to deploy later then the right time required, the absorber's IMS will prevent the airbag from doing so, and immediately order the absorber to do its protective job.

And the prevention of the airbag deployment in the above crash situation can be justified for the following reason bellow.

As a front airbag exists its compartment with speeds of up to 200 miles per hour, and take about 30 to 55 milliseconds to be fully inflated in order to ensure that the driver's body -collides with it just as it becomes full. We can be certain that if the airbag is deployed too late, it will strike the driver with blunt force and this will cause major injuries.

10. Embracive safety mode (ESM). For heavy good vehicle (HGV) In this safety mode the M340 absorber casing materials will be embracing and absorbing the impact energy from the HGV driver's thorax or abdomen in a frontal crash.

Also as an extra precautionary measure, the (IMS) will be using the spokes rotation and positioning detection data information, to either allow or prevent the above embracive action.

11. Rear end collision safety mode (RECM).

As the airbag cannot provide any significant protection to the driver during a rear end collision for safety reasons, the absorber will cover this important safety role and aid the seatbelt in protecting the driver from injures or loss of life.

12. Reassembly mode (RM) Depending on the severity of the crash, the M300 or M330 or M340 impact energy absorbing and dispersing casing material designs can all be reactivated back to their original operational solid conditions this in order to serve again, by a special code that can be entered by an engineer's computer into the IMS commend post. r

Advantages The smart impact absorbing and dispersing hand steering wheel casing materials advantages The smart impact absorbing and dispersing hand steering wheel casing materials, nicknamed (the absorber), will cover and case the fragmenting hand steering wheel in 3 or more different designs, the M300, the M330 and the M340 they will all have similar life saving capabilities, as well as some important environmental benefits over the existing 100 year old plus forever solid, killer hand steering wheel.

By working jointly with the fragmenting hand steering wheel's internal support structure design GB2487203, the impact energy absorbing casing materials, will be capable of solving multiple existing automotive related safety concerns and problems.

The following list will briefly describe some of the unique benefits and advantages that the absorber will be capable of bringing to the automotive industry.

1. The absorber and its computerised impact management sensor, will be capable of transforming the rim and spokes of a hand steering wheel from a solid state to impact energy absorbing and dispersing state in less than a blink of an eye in a collision or a crash in order to protect vehicle drivers from serious or fatal Injuries.

The above absorber's transformation, will be governed by an intelligent impact 1'anagement sensor or (IMS for short) which will have the following new Innovative safety Nnodes to choose from, when a collision or a crash occurs.

Osolid operational mode (SOM) * Unbelted driver's safety mode (UDSM) Low speed preventive and protective safety mode ( LSPAPSM) rAirbag deployment failure safety mode (ADFSM) 5. Supportive activation safety mode (SASM) 6. Multiple impacts safety mode (MISM) or protect and steer (PAS) 7. Adaptive safety mode (ASM optional) 8. Premature airbag deployment safety mode (PADSM) 9. Late airbag deployment safety mode (LADSM) 10. Embracive safety mode (ESM).

11. Rear end collision safety mode (REcM) 12. Reassembly operational mode (ROM) The above operational sensor modes have already been explained fully on pages 22-23-24-25-26 3. By using its internal rim's structure design as well as its impact energy absorbing and dispersing casing materials, and 10 out of its 12 smart modes, The absorberwill protect the driver's body from serious harm if the airbag fails to deploy on time or fails to inflate properly, or fails to deploy all together in a collision or a crash.

4. The absorber will provide protection for people in the airbag risk group as well as obese people who cannot get far enough away from the centre of the hand steering wheel and observe the 2-3 inches airbag risk zone or maintain 10-12 inches safe sitting distance rule.

5. The absorber will provide protection for pregnant woman, who cannot risk for the explosive airbag inflating during late stage pregnancy.

6. The absorber hand steering wheel's impact management sensor will prevent the airbag from injuring or even killing the driver during a low speed crash, that will occur below 14 mph speed, it will do so by first cancelling the risky or unnecessary airbag deployment and commanding The absorberto act as a secondary protection device after the seat belt instead of the airbag.

7. As the airbag can only provide the driver with just few milliseconds of inflatable protection type of crash, the absorberwill be able to protect the driver for much longer then the aArbag, and carry him/her safely through a secondary frontal crash impacts, which usually occurs during crashes of motorway speeds, via its Multiple impacts safety mode (MISM) thus Nmtecting the driver from harm without exposing him/her to any explosive dual airbag deployment and its toxic ical c the M340 absorber, and its impact energy absorbing surfaces of its rim and spokes, is ltesigned to embrace the HGV driver's thorax in a frontal crash and protect him/her from receiving serious abdominal injuries or even death, as the crash tests have shown, that even with a successful airbag deployment in a frontal crash, the bottom part of the existing solid non smart hand steering wheel rim, and its solid spokes in HGV vehicles, tend to adopt a dangerous angle of attack towards the THORAX of the driver, consequently targeting vital organs in the drivers chest or stomach.

9. the absorber will provide protection in overlapping crashes as the crash tests have shown that the driver's head tend to go either towards the left or the right sides of the instrument panel (depending on impact angle) thus potentially striking the outer edges of the hand steering wheel rim instead of the centre of the airbag cushion.

10. The absorber can protect the driver from striking the windshield or the roof of the vehicle during a crash impact through its equal weight control and distribution via its adaptive safety mode (ASM).

11. For a vehicle that is equipped with an absorber hand steering wheel, which will preferably have a distinctive mark of an absorber for example displayed on the hand steering wheel rim, the rescue workers can be at last assured, that they are protected against accidental airbag deployment, which represent a great health and safety concern for paramedics, especially in collisions or crashes where the driver's body is trapped inside the car wreck and in urgent need to be extracted. (The IMS will freeze the airbag's deployment if it didn't deploy during the crash) 12. As The absorber's impact management sensor (IMS) will keep the transformation of the rim in a non sold and flexible energy absorbing and dispersing state in 9 different types of shes, faster and easier driver's body extraction from a (car, van, truck) wreck can be sured.

As The absorber will be working with the airbag, in cushioning the driver's body during a sh impact, airbag manufacturers can consider decreasing the amount of the poisons sodium Azide (NaN3) that they normally pack inside their airbag's inflation devices, which in tm will provide vehicle drivers with more adaptable, less toxic less aggressive airbags -this 1II help minimize driver's airbag related injuries, as well as airbag production costs.

13. Millions of unnecessary or risky low speed (below 14mph) airbag deployments will be a thing of the past, as The absorberand its special rim cover casing materials will provide sufficient protection and can be used as a primary or secondary protection device instead of the airbag, in crashes of low speeds (below 14mph) thus, allowing manufacturers to increase the current airbag deployment threshold speed from the current 14 mph to approximately 21 mph in order to protect people and the environment, from the release of tones of toxic chemicals.

15. The absorber can protect the drivers of motor propelled vehicles such as cars, vans, trucks in frontal, overlapping and rear end collisions.

16. As it has been confirmed by most highway safety agencies around the world that the existing solid hand steering wheel rim is a major injury contact source in a crash, and that airbags are also classed as difficult technology and can sometimes kill or injure vehicle driver, The absorber will be able to offer vehicle drivers a protective hand steering wheel device that can be tailor made to suit their physical needs, and requirements, for example if a lady is in late stage pregnancy or a person who is classed in the airbag risk group or obese is driving the vehicle, they can choose to turn off the potentially risky airbag and keep The absorber as the secondary protection device after the seat belt instead of the airbag.

17. The absorber and its special rim casing materials will be much faster in delivering their protection to the vehicle's driver than the airbag. This is owed to the distances that both the airbag and the absorber hand steering wheel's inner fragments shifting mechanism have to cover. For example for the airbag to provide any protection it needs to explode with 2000 pounds of force and travel with the burning speed of 200 mph to fill the 10-12 inches gap between the driver's chest and the solid hand steering wheel rim in front, with its nylon cushion in less than 30 milliseconds in some crash situations.

tut for The absorber things are much different and happen much faster, as the pin of the lffner fragment's shifting mechanism (S.M) which is responsible for transforming the NJnorber's rim from an all solid operational mode to a safe impact energy absorbing mode, Os only 0.59 inches (1.5 centimetres) as a distance to cover to deliver its protective aim.

4. The absorber can operate separately with its own sensor, or collaborate with the airbag's rsnsor to achieve best safety results.

19. The smart impact absorbing hand steering wheel casing materials or (the absorber) can be manufactured in 3 or more different designs and sizes in order to suit different vehicle groups Number: 1 is the 2 spoke M300 it will be most suitable for small and medium size family cars Number: 2 is the 3 spokes M330 it will be most suitable for commercial vans and some vehicles below 7.5 tones Number: 3 is the 4 spokes M340 it will be most suitable for heavy goods vehicles (HGV) over 7.5 tones.

20. The absorber's internal support structure can be cased in a plurality of energy absorbing and dispersing covering materials, such as flexible materials or crumbling materials extra, this in order to suit different manufacturing needs or different safety requirement.

21. For extra security and to prevent the driver from losing any steering ability, while driving the vehicle in the unlikely event of an accidental internal support structure activation, the absorber's rim casing materials will be designed to only react at high impact stresses, this in der to maintain a safe level of steering control of the vehicle at all.

2. The absorber will be saving large amounts of personal injury compensation claims.

As the absorber's internal or external designs, focuses mainly on the rim structure of the Ond steering wheel, all of the above benefits and advantages will be achieved discreetly, and tbout affecting or interfering with any type of vehicle' multifunction hand steering wheel itches or audio controls, interior exterior looks or performance therefore its integration to the automobile industry is an easy one.

24. Unlike the airbag, all of the absorber's designs such as the M300 M330 M340 hand steering wheel casings can be reused and easily reactivated back to their solid operational modes after the crash, by entering a special code to the (IMS) command.

25. As the airbag only represents a disputable 29 per cent of protection in motor propelled vehicles, the absorber will increase the level of protection in cars, trucks, and vans to a much higher one.

26. The M300 hand steering wheel will not brake, crack, bend, fracture, or hinder the driver's steering ability at any time of its existence inside any type of vehicle, therefore abiding by the international steering wheel safety regul ati ons. r

Drawings 1. The fragmenting hand steering wheel key parts drawings GB2487203 2. The impact absorbing and dispersing casing materials external designs and drawings 3. The fragmenting hand steering wheel rim drawings GB2487203 4. The impact absorbing and dispersing casing materials drawings 5. The impact absorbing and dispersing casing material's IMS safety modes and their protective actions

Introduction to figure 1

Figure 1 shows the key parts, of the internal support structure of the fragmenting hand steering wheel from different view angles.

Detailed description of figure 1

1. Shows a length (L) view, and a diameter view (d), of one of the self-lubricating inner fragments in both, plain white colour and black colour.

The black colour was added in order to make it easier to distinguish the inner fragments from the outer fragments shells in later drawings.

2. Shows the shifting mechanism's pin fragment, with the letter (x) drawn on it and a whole in the middle from Land d view.

3. Shows the outer fragment hollow shell from a Land d view.

4. Shows the inner fragment inserted halfway inside the outer fragment shell in (L) side view.

5. Shows number 4 in half section view.

6. Shows half section view of the inner fragment inserted fully, inside its outer fragment shell.

Introduction to figure 2

Figure 2 shows different view angles and possible locations, of the inner fragments shifting mechanism (5.M), which will be responsible for rotating the inner fragments, relative to the outer fragments, in order to turn the structure of the fragmenting hand steering wheel rim, from a solid state to a fragmented non-solid state.

Detailed description of figure 2

1. Shows the (S.M) on top of the absorber's spoke, with its pin inserted inside its fragment, marked (x) through the grooved area of the spoke's edge.

2. Shows the (S.M) positioned underneath the absorber's spoke, with its pin visible inside the grooved area of the spoke's edge with no x fragment inside.

3. Shows the (S.M) and its electrical wire from a side view.

4. Shows the (S.M)'s pin, left and right movements.

5. Shows the (S.M) with its pin facing the (x) fragment.

6. Shows the pin's fragment (x) from L view.

7. Shows the pin's fragment (x) from d view.

Introduction to figure 3

Figure 3 shows a cross-section view, of the fragmenting hand steering wheel spokes, with the possibility of mounting 2 shifting mechanisms (S.M) on top of them instead of one.

Detailed description of figure 3

1. Shows the S.M pin fragment (x) 2. Shows the (S.M) on top of the spoke 3. Shows the hub and the airbag area 4. Shows the (5.M) on top of the spoke 5. Shows the pin of the shifting mechanism (S.M) appearing through in the hollow part of the right spoke without its (X) fragment 6. Shows the steering column shaft

Introduction to figure 4

Figure 4 shows a cross section side view, of the fragmenting hand steering wheel's spokes, with the possibility of placing 2 (S.M) underneath them.

Detailed description of figure 4

1. Shows the (X) pin fragment inside the hollow part of the left spoke 2. Shows the S.M underneath the left spoke 3. Shows the airbag and hub area 4. Shows the S.M underneath the right spoke 5. Shows the pin of the shifting mechanism appearing in the hollow part of the right spoke without its (X) fragment 6. Shows the steering column

Introduction to figure 5

Figure 5 shows the internal support structure's solid, and fragmented principle in a normal frontal view, using 1 inner fragment next to the S.M (X) fragment, in order to show shift movement.

Please note that the principle of the fragmenting hand steering wheel's rim solidity and fragmentation applies and works jointly with all of the absorber's designs M300, M330 and also the M340

Detailed description of figure 5

1. Shows one inner fragment inserted halfway inside the spoke next to the S.M pin (x) fragment demonstrating a solid LOCKED rim principle.

2. Shows the (x) fragment on its own inside the spoke demonstrating a fragmented rim principle.

3. Shows the spoke of the hand steering wheel.

Introduction to figure 6

Figure 6 shows the internal support structure's solid, and fragmented principle of figure 5 in front and half section view.

Detailed description of figure 6

1. Shows one inner fragment inserted inside the spoke next to the S.M pin (X) fragment demonstrating a solid rim principle in half section view.

2. Shows the S.M (x) fragment on its own inside the spoke demonstrating a fragmented UNLOCKED rim principle in half section view.

3. Shows the spoke of the hand steering wheel.

Internal designs

Introduction to figure 7

Figure 7 shows the internal support structure of my fragmenting hand steering wheel GB2487203 in a solid state in a top frontal view

Detailed description of figure 7

1. Shows one of the rims outer fragments shells in a (L) frontal view 2. Shows the (5.M) on top of the left spoke with its pin inserted through an opening on the edge of the spoke, and connected to the inner fragment (x) 3. Shows a top view of the steering column shaft 4. Shows the hub and airbag area

Introduction to figure 8

Figure 8 shows the internal support structure of the fragmenting hand steering wheel and the spokes in a solid state, in a bottom frontal view.

Detailed description of figures

1. Shows one of the rims outer fragments shells in a (L) frontal side view 2. Shows the S.M underneath the left spoke with its pin inserted through an opening on the edge of the spoke, and connected to the inner fragment (x) 3. Shows the steering column shaft connecting hole

Introduction to figure 9

Figure 9 shows a front view and half section of the rim and the spoke's edges of (figure 8) in a solid state.

Detailed description of figure 9

1. Shows the inner fragments movement indicator (in black) in between 2 outer fragment shells holding them in a solid LOCKED arch like structure state.

2. Shows the state of the rim (solid) 3. Shows the airbag and hub area 4. Shows a top view of the steering column shaft

Introduction to figure 10

Figure 10 shows the entire rim of the fragmenting hand steering wheel in a fragmented non-solid state

Detailed description of figure 10

1. Shows the inner fragments movement indicator (in black) inserted back fully inside its outer fragment shell.

2. Shows the state of the rim (fragmented) 3. Shows the (S.M) shifting its (x) fragment back fully inside the spoke, thus rotating all of the inner fragments back inside their outer fragments shells at once, causing the rim to become fragmented and non-solid.

4. Shows a top view of the steering column shaft

Introduction to figure 11

Figure 11 shows a front view of the 2 spokes M300 fully cased and covered with impact energy absorbing and dispersing materials

Detailed description of figure 11

1. The left solid spoke 2. The right solid spoke 3. G, F, F impact guiding lines, their role will be explained fully on page: 46

Introduction to figure 12

Figure 12 shows the weak and strong flexible areas of the 2 spoke M300 and 3 spokes M330 The weak flex areas are the parts of the rim that will cushion and form round the driver's head or chest during a crash impact.

The strong flex area is the part that will protect the driver from the solid spokes by diverting the driver's head or chest towards the weak flex area in a controlled manner.

The above protective action will depend on what type of impact energy absorbing material has the manufacturer chosen to cover the internal support structure of the absorber with.

Please note that the rule of weak flex! strong flex applies to all of the designs M300, M330 and also the M340

Introduction to figure 13

Figure 13 shows the flexibility pull of the top part (1) and bottom part (B) of M300, M330 and theM34O,providing that their rims have been encased or covered with flexible bending materials. (Different casing materials = different types of protection strategy)

Detailed description of figure 13

1 Shows the base of the absorber 2 Shows the steering wheel column shaft 3 Shows the strong flex areas of the absorber 4 Shows the weak flex areas of the absorber A, B, C, D, E, F, 6, are impact guiding lines, their role will be explained fully on page: 77 document

Introduction to figure 14

Figure 14 shows a front view and half section of the M330's rim and spokes

Detailed description of figure 14

1. Shows the (S.M) on top of the spoke 2. The rim state indicator (SOLID) 3. The left solid spoke 4. Top view of the steering column shaft 5. The right solid spoke 6. The hub and airbag area 7. The impact energy absorbing or flexible or bending spoke (for added protection and also for show)

Introduction to figure 15

Figure 15 shows a front view of the 3 spokes M330 fully cased and covered with impact energy absorbing and dispersing materials or (EAADM) for short

Detailed description of figure 15

1. The left solid spoke 2. The right solid spoke 3. The impact energy absorbing or flexi spoke (for added protection and also for show)

Introduction to figure 16

Figure 16 shows a front view and half section of the M340's rim and spokes in a solid state.

Detailed description of figure 16

1. The (S.M) 2. The left solid spoke 3. Top view of the steering column shaft 4. The airbag and hub area 5. The right solid spoke 6. The right impact energy absorbing flexible spoke 7. The thorax protecting ring (optional) 8. The left impact energy absorbing flexi spoke 9. The rims state indicator (SOLID)

Introduction to figure 17

Figure 17 shows a Front view of the M340's spokes and the thorax protecting ring without the rim

Detailed description of figure 17

1. Shows the hollow part of the spoke's edge where the shifting mechanism's fragment (x) can be positioned in order to be controlled and shifted by the (S.M) 2. Shows the left solid spoke 3. shows the right solid spoke 4. Shows the hollow part of the spokes edge where the inner fragments can go through.

5. Shows the right impact energy absorbing spoke 6. Shows the thorax protecting ring 7. Shows the left impact energy absorbing spoke

Introduction to figure 20

Figure 20 shows a front view of the M340 fully cased and covered with impact energy absorbing and dispersing materials or (EAADM)

Detailed description of figure 20

1. Shows the left solid spoke 2. Shows the right solid spoke 3. Shows the right non -solid impact energy absorbing spoke 4. Shows the left non-solid impact energy absorbing spoke

Introduction to figure 21

Figure 21 shows a front view of the M340's bottom part embracive action which can be the result of the absorption of the crash impact energy from the driver's thorax in crash (absorption by deformation and return to initial position)

Detailed description of figure 21

1. Shows the left solid spoke 2. Shows the right solid spoke 3. Shows the right non -solid impact energy absorbing spoke 4. Shows the left non-solid impact energy absorbing spoke

Introduction to figure 22

Figure 22 shows a front view of the impact guiding lines (A B C D E F G) and section view of the rim's key parts The impact guiding lines are areas on the absorber hand steering wheel casing cover material which will have different levels of strengths and also weakness, they will be working in tandem with each other during a crash in order to guide the driver's head or chest towards the safest areas of the impact energy absorbing hand steering wheel casing = (away from the solid spokes and towards the impact energy absorbing areas)

Detailed description of figure 22

1. Shows the impact absorbing rim casing material 2. Shows the outer fragment shell 3. Shows the inner fragment (i) 4. Shows the steering column 5. Shows the spoke of the impact absorbing hand steering wheel The strength of the impact guiding lines on a scale of 1 to 10 starting from the top of the rim going downwards towards the base of the impact absorbing hand steering wheel 1 is weak is strong G+F=4 E+D=4 C=7 B=9 A = 10 The IMS safety modes and their protective actions

ALL OF THE FOLLOWING FIGURES ARE BASED ON A THE SNAP SHOT MOMENT OF THE

DRIVER'S BODY IMPACTING THE HAND STEERING WHEEL OR THE AIRBAG DURING A REAL FRONTAL CRASH TEST.

Introduction to figure 23

Figure 23 shows the existing problem that is regularly caused by the current non-smart hand steering wheel in a frontal crash when the airbag fails to deploy, or fails to inflate properly, or if the driver fails to put his/her seatbelt on at 60 to 70 degrees angle (different hand steering wheel positioning angles will create different types of risks and problems)

Detailed description of problem number: 1

1. As a direct result of the above mentioned hand steering wheel type and its degree angle tilt position, we can see that the chest of the driver is the first to make contact with bottom part of the hand steering wheel rim in a frontal crash, apart from the hand steering wheel positioning matter, the existing problem can also be caused by a sever frontal impact force, which can cause the engine or other parts of the vehicle, to strike the steering column shaft, which intern will cause the rim to be raised upwards crating a double strike situation, impacting the chest of the driver first, then the head second.

2. Shows the head of the driver being the second part of the body to make contact with the rim, after the thorax in the above crash situation at 60 to 70 degree angle tilt.

3. Shows the neck of the driver being subjected to extreme frontal impact force 4. Shows the steering column shaft

Introduction to figure 24

Figure 24 shows problem number: 2 which usauly occures when the driver's chest and head make contact at the same time with the hand steering wheel rim at 70 to 80 degree positioning angle Deatiled discription of figure 24 1. Shows the driver's head striking the top part of the hand steering wheel at the same time as the the driver's chest 2. Shows the neck of the driver being subjected to extreme frontal impact forces 3. Shows the chest of the driver striking the bottom part of the rim at the same time as the head.

4. Shows the steering column shaft

Introduction to figure 25

Figure 25 shows the type of action that will be taken by the impact energy absorbing hand steering wheel in a frontal crash, in order to solve problem number 1 and problem number 2 It also shows the safety modes that will be responsible for triggering the following protective action at the left hand side of the figure.

Detailed discription of figure 25 1. Shows the TOP protractor part of the M300 or M330 cushioning and also moulding round the driver's head in a frontal impact 2. Shows the kentic energy from the driver's head being absorbed and controlled in an perfect protective angle 3. Shows the neck of the driver responding naturally to the top protracto part's cushioning affect without suffering from any neck breaking forces, such as those shown on figure 23 and 24.

4. The driver's seat 5. The steering wheel column shaft 6. Shows the bottom part of the M300 or M330 absorbing the impact energy from the driver's chest.

Below are the IMS safety modes that will be responsible for triggering the following protective actions on figure 25.

2 UDSM = unbelted drive safety mode 3 LSPAPSM = low speed preventive and protective safety mode 4 ADFSM = airbag deployment failure safety mode RECSM = rear end collisoin safety mode Please refer to the smart imapct absorbing hand steering concept on page: 28 for further safety modes information.

Introduction to figure 26

Figure 26 shows problem number: 3 as well as the smart impact energy absorbing hand steering wheels capability to support any successful airbag deployment during any type of crash impact.

(Successful airbag deployment means the airbag has been deployed at the right time and with accurate speed) Figure 26 also shows the safety mode number that will be governing the following protective action

Detailed description of figure 26

1. Shows the head of the driver being cushioned by the top part of the airbag in a frontal crash 2. Shows the top protector part of the M300 or the M330's rim remaining solid and supporting the airbag inflation from behind, in order to allow the driver to benefit fully from its protective cushion 3. The steering column shaft 4. Shows the capability of the bottom parts of the M300 or the M330's rim to stay solid and support the airbag from behind.

4. Also shows problem number: 3 which currently affect pregnant or large size! obese people, as the airbag puts extreme pressure on their abdomens in a frontal crash.

The safety mode number that will be responsible for triggering the following protective SASM = supportive activation safety mode

Introduction to figure 27

Figure 27 shows the adaptive safety mode action as explained earlier in the smart impact hand steering wheel background and concept, that the impact management sensor (IMS), will activate the hand steering wheel at the same time as the airbag deployment only if the seat belt and seating position data indicates that the driver is obese! pregnant or big, this is in order to degrade some of the airbag deployment force from the bottom part of the airbag and protect the driver's abdomen from serious internal injuries.

This mode will be ideal and suitable to operate with advanced double stage inflation airbags 1. Shows the head of the driver being cushioned by the top part of the airbag in a frontal crash 2. Shows the top part of the impact absorbing hand steering wheel working at the same time and jointly with the airbag cushioning the driver's head 3. Shows the steering column shaft 4. Shows the bottom part of the impact hand steering wheel working at the same time and jointly with the airbag to protect the driver's abdomen Safety mode number 7 ASM = adaptive safety mode

Introduction to figure 28

Figure 28 shows problem number: 4 which usually happen in crash types that may produce multiple risky impacts.

As explained earlier in the background research study, the airbag can only stay inflated for only few precious milliseconds in any type of crash, this may be sufficient for a crash type that will generate only one impact risk to deal with, But definitely won't be enough to pull the driver through safely from a high speed crash type which could generate multiple impacts, the kind of which the driver will be at risk from receiving an injury Due to his body bouncing back again forward towards the hand steering wheel with nothing in front accept already used, deflated airbag.

Detailed description of figure 28

1. Shows the driver's previous forward movement which occurred at the first frontal impact 2. Shows the secondary rebound forward movement of the driver's body with the neck of the driver being subjected to extreme bending forces.

3. Shows the top of the existing hand steering wheel striking the face/head of the driver 4. Shows the steering wheel column shaft 5. Shows the spent I deflated airbag

Introduction to figure 29

Figure 29 shows the solution to problem number: 4

Detailed description of figure 29

1. Shows the driver's previous forward movement which occurred at the first frontal impact 2. Shows the secondary rebound forward movement of the driver's body with the kinetic energy from neck and head of the driver being absorbed controllably 3. Shows the top protractor part of the M300 or M330's rim containing a driver's head and preventing it from hitting the windshield 4. Shows the steering wheel column shaft 5. The already used (at the first impact) spent airbag Safety mode number 6 MISM =MuItipIe impacts safety mode

Introduction to figure 30

Figure 30 shows HGV problem number: 1 which currently exists in heavy goods vehicle during an airbag deployment failure in a frontal crash.

As explained earlier in the background research study, the positioning degree angle of the steering wheel can create different types of risks and problems to the driver during a frontal impact collision, however in the HGV case it is either the thorax or abdomen of the driver that is most at risk from the bottom part of the hand steering wheel this type of risk will still linger with or without the presence of the airbag.

1. Shows the head and neck of the driver being subjected to whiplash forces.

2. Shows the bottom part (B) of the existing hand steering wheel striking the thorax of the driver.

Introduction to figure 31

Figure 31 shows HGV problem number: 2 which presently take place during a successful HGV airbag deployment in a frontal crash.

As the hand steering wheel normally acts as a supporting base for the airbag deployment, we can clearly see in the following figure, as well as in the HGV frontal crash tests, that the airbag can only be deployed upwards towards the roof of the vehicle and away from the driver's thorax thus leaving his/her chest, stomach unprotected from the bottom part of the solid hand steering wheel.

Detailed description of figure 31

1. Shows the head of the driver being cushioned by the airbag in a frontal crash 2. Shows the airbag 3. Shows the steering column 4. The airbag deployment direction (UPWORDS) T. Shows the top part of the hand steering wheel B. Shows the bottom parts of the hand steering wheel

Introduction to figure 32

Figure 32 shows the solution to problem number: 1 in HGV

Detailed description of figure 32

1. Shows the steering column shaft B.Sbows the bottom part of the M340's rim deforming and embracing the driver's thorax and absorbing the force of the impact in a slow controlled manner T. Shows the top part of the M340's rim ready to absorb and protect Safety mode number 10. ESM = embracive safety mode

Introduction to figure 33

Figure 33 shows the solution to problem number: 2 IN HGV

Detailed description of figure 33

B. shows the thorax of the driver being cushioned and brought forwards by the M340's deforming embracive action towards the airbag protective zone, thus receiving dual protection from both the airbag and the hand steering wheel rim.

T. Shows the top part of the rim supporting the airbag The Safety mode number 10. ESM = embracive safety mode

Claims (5)

1. Claims 1. A hand steering wheel rim comprising of a plurality of solid spokes and non-solid impact energy absorbing and dispersing flexible spokes that are cased and covered with a plurality of smartly controlled impact energy absorbing and dispersing covering materials.

   Dependent claims
2. 2. According to claim 1, a fragmentary hand steering wheel or a non fragmentary hand steering wheel that comprises of impact energy absorbing rings in between its rim and spokes.
3. 3. A fragmentary hand steering wheel or a non fragmentary hand steering wheel that is all cased and covered as a one whole unit by either one or a mixture of different kinds of impact severity reducing materials.
4. 4. A hand steering wheel comprising of a plurality of non-solid spokes
5. 5. A hand steering wheel with an intelligently controlled casing materials 4.A hand steering wheel casing material that can absorb and disperse the violent kinetic from the driver's body in a crash hand steering wheel casing material type that has different levels of weaknesses and rengths on its rim and hub and spokes 8. A hand steering wheel casing material type that can case and allow the rim of a hand steering wheel and its spokes to flex in all directions 9. A hand steering wheel casing material type that can case and allow the rim of a hand steering wheel and its spokes to bend 10. A hand steering wheel casing material type that can case and allow the rim of a hand steering wheel and its spokes to twist 11. A hand steering wheel casing material type that can case and allow the rim of a hand steering wheel and its spokes to curve 12. A hand steering wheel casing material type that can case and allow the rim of a hand steering wheel and its spokes to bow 13. A hand steering wheel casing material type that can case and allow the rim of a hand steering wheel and its spokes to crush 14. A hand steering wheel casing material type that can case and allow the rim of a hand steering wheel and its spokes to mash 15. A hand steering wheel rim casing material type that can case and allow the rim of a hand steering wheel and its spokes to deform and return to its earlier position and condition 16. A hand steering wheel rim casing material type that can allow the rim of a hand steering wheel and its spokes to stretch 17. A hand steering wheel rim casing material type that can allow the rim of a hand steering wheel and its spokes to elongate 18. A hand steering wheel rim casing material type that can allow the rim of a hand steering wheel and its spokes to extend 0. A hand steering wheel rim casing material type that can allow the rim of a hand steering eel and its spokes to enlarge r 20. A hand steering wheel casing material type that can allow the rim of a hand steering wheel and its spokes to mould and form round the drivers face head hands chest and its whole body in crash 21. A hand steering wheel casing material type that is smartly controlled by an intelligent impact management sensor-IMS wherein the sensor has a plurality of safety modes and programmes to choose from when a collision or a crash occurs wherein the sensor makes its judgments and chooses its protective approach and action based on the crash impact severity readings 22. A hand steering wheel casing material impact management sensor that can send multiple different commands to the shifting mechanism of the fragmenting hand steering wheel in order to shift its inner fragments back or forth inside their shells 23. A hand steering wheel casing material impact management sensor that can command the airbag triggering mechanism to either abort or initiate deployment 24. A hand steering wheel casing material sensor that can take over the airbag decisions and either freeze, stop or prevent its deployment 25. A hand steering wheel casing material impact management sensor that can initiate multiple command to multiple different devices 26. A hand steering wheel casing material impact management sensor that can command the airbag and the fragmenting hand steering wheel to have a joint same time deployment and activation for safety reasons 27. A hand steering wheel casing material impact management sensor that can command the airbag and the fragmenting hand steering wheel to be triggered or deployed independently and at different times for safety reasons A fragmenting hand steering wheel or a non-fragmenting hand steering wheel wherein rim and spokes are cased and covered separately with either one or a mixture of different Nirds of impact severity reducing materials for safety reasons. r