# Assessment of Nanobag as a New Safety System in the Frontal Sled Test
## 3 Results and Discussion
### 50 km/h Results  
The head acceleration curves (corridors of max and min values and average curve) are plotted at the Figure 6. There is a significant peak in the acceleration at about the time of 700 ms, with the peak value being about 135 g. These are curves of Male, P95 percentile, 54 YO, 184 cm, 96 kg. Such values are higher than the rest of the curves; however, the HIC criterion are still lower than critical threshold of 1000 (here the max value is 702 for the 10 layers nanobag). The peak is caused by the internal structure of the Virthuman, where the neck vertebrae reaches their defined physiological limit and stops the head's forward motion. The curves of BMI vs. HIC have a similar trend to the 30 km/h pulse. However, there is an interesting effect of the higher impact velocity. The approximation curve (mean value) does not significantly increase with the increasing number of LLDPE layers; see Figure 7. The best protection of the head is achieved by the application of the four-layer nanobag. These results suggest that in a higher impact velocity, the difference between the standard airbag and nanobag is lower than in a slow velocity impact. \begin{table}
\begin{tabular}{c c c c c c c c} \hline \hline \multirow{2}{*}{**Criteria**} & \multicolumn{3}{c}{**Min**} & \multicolumn{3}{c}{**Max**} & \multirow{2}{*}{**Average**} \\ \cline{2-2} \cline{4-7}  & **Value** & **Anthropometry** & **SRS** & **Value** & **Anthropometry** & **SRS** & \\ \hline HIC & 91 & M P50, 28 YO, 178 cm, 76 kg & AB & 214 & \begin{tabular}{c} M P95, 54 YO, \\ 184 cm, 96 kg \\ \end{tabular} & NB6 & 144 \\ \hline Nij & 0.039 & M P95, 14 YO, 180 cm, 70 kg & NB10 & 0.24 & \begin{tabular}{c} F P05, 64 YO, \\ 150 cm, 60 kg \\ \end{tabular} & AB & 0.1 \\ \hline BrIC & 0.4 & F P05, 44 YO, 154 cm, 53 kg & AB & 0.9 & \begin{tabular}{c} M P95, 64 YO, \\ 180 cm, 95 kg \\ \end{tabular} & AB & 0.58 \\ \hline UBrIC—MPS & 0.14 & \begin{tabular}{c} F P05, 28 YO, 158 cm, 53 kg \\ F P05, 54 YO, 154 cm, 55 kg \\ \end{tabular} & AB \& NB10 & 0.33 & \begin{tabular}{c} M P95, 64 YO, \\ 180 cm, 95 kg \\ \end{tabular} & AB & 0.2 \\ \hline UBrIC—CSDM & 0.2 & F P05, 44 YO, 154 cm, 53 kg & AB & 0.45 & \
\begin{tabular}{c} M P95, 64 YO, \\ 180 cm, 95 kg \\ \end{tabular} & AB & 0.28 \\ \hline Fc [kN] & 0.1 & M P50, 28 YO, 178 cm, 76 kg & AB & 2.3 &
\begin{tabular}{c} M P95, 54 YO, \\ 184 cm, 96 kg \\ \end{tabular} & AB & 0.88 \\ \hline \hline \end{tabular}
\end{table} 
Table 3: Summary of the extreme values of the particular criteria for 30 km/h. Figure 6: Head COG acceleration for 50 km/h pulse. The Nij curves are significantly higher than in case of 30 km/h; however, they still lay inside the corridors. There is only one configuration where the curves cross the corridors (M, P95, 54 YO, 184 cm, 95 kg); see Figure 8, where also the results of Male, P50, 28 YO, 178 cm, 76 kg (standard dummy size) are plotted as a reference. The full results table are displayed in Table 4, where the HIC value, the Nij max value, the probability of AIS injury 2 for the head and 2-5 for the neck, BrIC, UBrIC criteria and the maximum contact force Fc between passenger and SRS (airbag and nanobag), respectively, are displayed. The last three lines (79-81) in the Table 4 show the maximum, minimum and average of the particular values. Figure 8: Nij criterion for average Male, P50, 28 YO, 178 cm, 76 kg (**left**) and Male, P95, 54 YO, 184 cm, 95 kg (**right**). Figure 7: BMI vs. HIC plots for 50 km/h pulse. \begin{table}
\begin{tabular}{c c c c c c c c c c c c c c c c} \hline \hline \multirow{2}{*}{**VH**} & **m** & **h** & \multirow{2}{*}{**BMI**} & \multirow{2}{*}{**SRS**} & **HIC** & **Nij** & \multicolumn{2}{c}{**Head**} & \multicolumn{2}{c}{**Neck**} & \mul  
Particular subjects (VH) are represented as males (M) and females (F) of a given percentile (P). Airbag (AB) and nanobag NBn of n layers are compared.