1.

INTRODUCTION

A seat belt, also known as a safety belt, is a vehicle safety device designed to
secure the occupant of a vehicle against harmful movement that may result
during a collision or a sudden stop. A seat belt functions to reduce the
likelihood of death or serious injury in a traffic collision by reducing the force
of secondary impacts with interior strike hazards, by keeping occupants
positioned correctly for maximum effectiveness of the airbag (if equipped)
and by preventing occupants being ejected from the vehicle in a crash or if
the vehicle rolls over. When driving, the driver and passengers are travelling
at the same speed as the car. If the car suddenly stops or crashes, the driver
and passengers continue at the same speed the car was going before it
stopped. A seatbelt applies an opposite force to the driver and passengers to
prevent them from falling out or making contact with the interior of the car.
When you think about it, this is absolutely amazing: How can a piece of fabric
end up being the difference between life and death? What does it actually
do? In this article, we'll examine the technology of seatbelts to see why they
are one of the most important technologies in any car.

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 2. HISTORY

Seat belts were invented by English engineer George Cayley in the early 19th
century, though Edward J. Claghorn of New York, was granted the first patent
(U.S. Patent 312,085, on February 10, 1885 for a safety belt). Claghorn was
granted United States Patent #312,085 for a Safety-Belt for tourists, painters,
firemen, etc. who are being raised or lowered, described in the patent as
"designed to be applied to the person, and provided with hooks and other
attachments for securing the person to a fixed object."
In 1903, French inventor Gustave-Désiré Leveau invented a retarded kind of
seat belt. In 1911, Benjamin Foulois had the cavalry saddle shop fashion a
belt for the seat of Wright Flyer Signal Corps. He wanted it to hold him firmly
in his seat so he could better control his aircraft as he bounded along the
rough field used for takeoff and landing. It was not until World War II that
seat belts were fully adopted in military aircraft, and even then, it was mainly
for safety reasons, not improved aircraft control. In 1946, Dr. C. Hunter
Shelden had opened a neurological practice at Huntington Memorial Hospital
in Pasadena, California. In the early 1950s, Dr. Shelden had made a major
contribution to the automotive industry with his idea of retractable seat belts.
This came about greatly in part from the high number of head injuries coming
through the emergency rooms. He investigated the early seat belts whose
primitive designs were implicated in these injuries and deaths. His findings
were published in the November 5, 1955 Journal of the
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American Medical Association (JAMA) in which he proposed not only the
retractable seat belt, but also recessed steering wheels, reinforced roofs, roll
bars, door locks and passive restraints such as the air bag. Subsequently in
1959, Congress passed legislation requiring all automobiles to comply with
certain safety standards. American car manufacturers Nash (in 1949) and
Ford (in 1955) offered seat belts as options, while Swedish Saab first
introduced seat belts as standard in 1958. After the Saab GT 750 was
introduced at the New York Motor Show in 1958 with safety belts fitted as
standard, the practice became commonplace. Glenn Sheren of Mason,
Michigan submitted a patent application on March 31, 1955 for an
automotive seat belt and was awarded US Patent 2,855,215 in 1958. This was
a continuation of an earlier patent application that Mr. Sheren had filed on
September 22, 1952. However, the first modern three point seat belt (the so-
called CIR-Griswold restraint) used in most consumer vehicles today was
patented in 1955 U.S. Patent 2,710,649 by the Americans Roger W. Griswold
and Hugh DeHaven, and developed to its modern form by Swedish inventor
Nils Bohlin for Swedish manufacturer Volvo—who introduced it in 1959 as
standard equipment. In addition to designing an effective three-point belt,
Bohlin demonstrated its effectiveness in a study of 28,000 accidents in
Sweden. Unbelted occupants sustained fatal injuries throughout the whole
speed scale, whereas none of the belted occupants were fatally injured at
accident speeds below 60 mph. No belted occupant was fatally injured if the
passenger compartment remained intact. Bohlin was granted U.S. Patent
3,043,625 for the device.
Seat belt Types
Two Point belt
A 2-point belt attaches at its two endpoints.

A lap belt is a strap that goes over the waist. This was the most commonly
installed type of belt prior to legislation requiring 3-point belts, and is
primarily found in older cars. Coaches are equipped with lap belts, as are
passenger aircraft seats.developed countries to require 3-point belts first in
all outboard seating positions and eventually in all seating positions in
passenger vehicles.
Three Point belt
A 3-point belt is a Y-shaped arrangement, similar to the separate lap and sash
belts, but unitized. Like the separate lap-and-sash belt, in a collision the 3-
point belt spreads out the energy of the moving body over the chest, pelvis,
and shoulders.
Belt in Seat
The BIS is a three-point harness with the shoulder belt attached to the seat
itself, rather than to the vehicle structure. The first car using this system was
the Range Rover Classic. Fitment was standard on the front seats from 1970.

Harshness seat belt

Five-point harnesses are typically found in child safety seats and in racing cars.
The lap portion is connected to a belt between the legs and there are two
shoulder belts, making a total of five points of attachment to the seat. A 4-
point harness is similar, but without the strap between the legs, while a 6-
point harness has two belts between the legs. Such harnesses can cause
paralysis or other severe injury in a vehicle rollover when retrofited to
vehicles not designed for their installation and not having sufficient strength
to prevent roof collapse during rollover and are used mainly in racing.
 Seat Belt with uncovered Inertial Reel

The purpose of locking retractors is to provide the seated occupant the

convenience of some free movement of the upper torso within the
compartment, while providing a method of limiting this movement in the
event of a crash. Most modern seat belts are stowed on spring-loaded reels
called "retractors" equipped with inertial locking mechanisms that stop the
belt from extending off the reel during severe deceleration. There are two
main types of inertial seat belt lock. A webbing-sensitive lock is based on a
centrifugal clutch activated by rapid acceleration of the strap (webbing) from
the reel. The belt can be pulled from the reel only slowly and gradually, as
when the occupant extends the belt to fasten it.
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A sudden rapid pull of the belt — as in a sudden braking or collision event —
causes the reel to lock, restraining the occupant in position.
A vehicle-sensitive lock is based on a pendulum swung away from its plumb
position by rapid deceleration or rollover of the vehicle. In the absence of
rapid deceleration or rollover, the reel is unlocked and the belt strap may be
pulled from the reel against the spring tension of the reel.
The vehicle occupant can move around with relative freedom while the
spring tension of the reel keeps the belt taut against the occupant. When the
pendulum swings away from its normal plumb position due to sudden
deceleration or rollover, a pawl is engaged, the reel locks and the strap
restrains the belted occupant in position. Dual-sensing locking retractors use
both vehicle G-loading and webbing payout rate to initiate the locking
mechanism.

4.2 PRETENSIONERS AND WEBCLAMPS

Pyrotechnic pretensioner diagram

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Seatbelts in many newer vehicles are also equipped with "pretensioners" or
"web clamps", or both. Pretensioners preemptively tighten the belt to
prevent the occupant from jerking forward in a crash. Mercedes-Benz first
introduced pretensioners on the 1981 S-Class. In the event of a crash, a
pretensioner will tighten the belt almost instantaneously. This reduces the
motion of the occupant in a violent crash.
Like airbags, pretensioners are triggered by sensors in the car's body, and
many pretensioners have used explosively expanding gas to drive a piston
that retracts the belt. Pretensioners also lower the risk of "submarining",
which occurs when a passenger slides forward under a loosely fitted seat belt.
An alternative approach being looked at by major car companies is the CG-
Lock technology whereby the occupant is held in position via the lap belt in
order to prevent the passenger from coming out of position in the event of a
crash.
Some systems also pre-emptively tighten the belt during fast accelerations
and strong decelerations, even if no crash has happened. This has the
advantage that it may help prevent the driver from sliding out of position
during violent evasive maneuvers, which could cause loss of control of the
vehicle. These pre-emptive safety systems may prevent some collisions from
happening, as well as reducing injury in the event an actual collision occurs.
Pre-emptive systems generally use electric pretensioners which can operate
repeatedly and for a sustained period, rather than pyrotechnic pretensioners,
which can only operate a single time.

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Webclamps clamp the webbing in the event of an accident, and limit the
distance the webbing can spool out (caused by the unused webbing
tightening on the central drum of the mechanism). These belts also often
incorporate an energy management loop ("rip stitching") in which a section
of the webbing is looped and stitched with a special stitching. The function
of this is to "rip" at a predetermined load, which reduces the maximum force
transmitted through the belt to the occupant during a violent collision,
reducing injuries to the occupant.
A study demonstrated that standard automotive 3-point restraints fitted with
pyrotechnic or electric pretensioners were not able to eliminate all interior
passenger compartment head strikes in rollover test conditions. Electric
pretensioners are often incorporated on vehicles equipped with precrash
systems; they are designed to reduce seat belt slack in a potential collision
and assist in placing the occupants in a more optimal seating position. The
electric pretensioners also can operate on a repeated or sustained basis,
providing better protection in the event of an extended rollover or a multiple
collision accident.

4.3 INFLATABLE

The inflatable seatbelt was invented by Donald Lewis and tested at the
Automotive Products Division of Allied Chemical Corporation. Inflatable
seatbelts have tubular inflatable bladders contained within an outer cover.

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When a crash occurs the bladder inflates with a gas to increase the area of
the restraint contacting the occupant and also shortening the length of the
restraint to tighten the belt around the occupant, improving the protection.
The inflatable sections may be shoulder-only or lap and shoulder. The system
supports the head during the crash better than a web only belt. It also
provides side impact protection. In 2013, Ford began offering rear seat
inflatable seat belts on a limited set of models, such as the Explorer and Flex.

4.4 AUTOMATIC

Automatic seat belt in a Honda Civic

Seatbelts that automatically move into position around a vehicle occupant

once the adjacent door is closed and/or the engine is started were developed
as a countermeasure against low usage rates of manual seat belts,
particularly in the United States.
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The first car to feature Automatic Shoulder belts as standard equipment was
the 1981 Toyota Cressida, but the history of such belts goes back further. The
1972 Volkswagen ESVW1 Experimental Safety Vehicle presented passive seat
belts. Volvo tried to develop a passive three point seatbelt. In 1973
Volkswagen announced they had a functional passive seat belt. The first
commercial car to use automatic seat belts was the 1975 Volkswagen Rabbit.
Automatic seat belts received a boost in the United States in 1977 when
Brock Adams, United States Secretary of Transportation in the Carter
Administration, mandated that by 1983 every new car should have either
airbags or automatic seat belts despite strong lobbying from the auto
industry. Adams was attacked by Ralph Nader, who said that the 1983
deadline was too late. Soon after, General Motors began offering automatic
seat belts, first on the Chevrolet Chevette, but by early 1979 the VW Rabbit
and the Chevette were the only cars to offer the safety feature, and GM was
reporting disappointing sales. By early 1978, Volkswagen had reported
90,000 Rabbits sold with automatic seat belts. A study released in 1978 by
the United States Department of Transportation claimed that cars with
automatic seat belts had a fatality rate of .78 per 100 million miles, compared
with 2.34 for cars with regular, manual belts.

In 1981, Drew Lewis, the first Transportation Secretary of the Reagan

Administration, influenced by studies done by the auto industry, "killed" the
previous administration's mandate; the decision was overruled in a federal
appeals court the following year, and then by the Supreme Court.
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In 1984, the Reagan Administration reversed its course, though in the
meantime the original deadline had been extended; Elizabeth Dole, then
Transportation Secretary, proposed that the two passive safety restraints be
phased into vehicles gradually, from vehicle model year 1987 to vehicle
model year 1990, when all vehicles would be required to have either
automatic seat belts or driver side air bags. Though more awkward for vehicle
occupants, most manufacturers opted to use less expensive automatic belts
rather than airbags during this time period.
When driver side airbags became mandatory on all passenger vehicles in
model year 1995, most manufacturers stopped equipping cars with
automatic seat belts. Exceptions include the 1995-1996 Ford Escort/Mercury
Tracer and the Eagle Summit Wagon which had automatic safety belts along
with dual airbags.

4.4.1 SYSTEMS

Manual lap belt with automatic motorized shoulder belt — When the door
is opened, the shoulder belt moves from a fixed point near the seat back on
a track mounted in the door frame of the car to a point at the other end of
the track near the windshield. Once the door is closed and the car is started,
the belt moves rearward along the track to its original position, thus securing
the passenger. The lap belt must be fastened manually.
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Manual lap belt with automatic non-motorized shoulder belt — This system
was used in American-market vehicles such as the Hyundai Excel and
Volkswagen Jetta. The shoulder belt is fixed to the aft upper corner of the
vehicle door, and is not motorized. The lap belt must be fastened manually.
Automatic shoulder and lap belts — This system was mainly used in General
Motors vehicles, though it was also used on some Honda Civic hatchbacks
and Nissan Sentra coupés. When the door is opened, the belts go from a fixed
point in the middle of the car by the floor to retractors on the door.
Passengers must slide into the car under the belts. When the door closes, the
seat belt retracts into the door. The belts have normal release buttons that
are supposed to be used only in an emergency, but in practice are routinely
used in the same manner as manual seat belt clasps.

4.4.2 DISADVANTAGES

Automatic belt systems generally offer inferior occupant crash protection. In

systems with belts attached to the door rather than a sturdier fixed portion
of the vehicle body, a crash that causes the vehicle door to open leaves the
occupant without belt protection. In such a scanario, the occupant may be
thrown from the vehicle and suffer greater injury or death.

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Because many automatic belt system designs compliant with the US passive-
restraint mandate did not meet the safety performance requirements of
Canada—which wereS not weakened to accommodate automatic belts—
vehicle models which had been eligible for easy importation in either
direction across the US-Canada border when equipped with manual belts
became ineligible for importation in either direction once the US variants got
automatic belts and the Canadian versions retained manual belts. Two such
models were the Dodge Spirit and Plymouth Acclaim.
Automatic belt systems also present several operational disadvantages.
Motorists who would normally wear seat belts must still fasten the manual
lap belt, thus rendering redundant the automation of the shoulder belt.
Those who do not fasten the lap belt wind up inadequately protected by only
the shoulder belt; in a crash without a lap belt such a vehicle occupant is likely
to "submarine" (be thrown forward under the shoulder belt) and be seriously
injured. Motorized or door-affixed shoulder belts hinder access to the vehicle,
making it difficult to enter and exit—particularly if the occupant is carrying
items such as a box or a purse. Vehicle owners tend to disconnect the
motorized or door-affixed shoulder belt to alleviate the nuisance of entering
and exiting the vehicle, leaving only a lap belt for crash protection. Also, many
automatic seat belt systems are incompatible with child safety seats, or
compatible only with special modifications.

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5. EXPERIMENTAL
Research and development efforts are ongoing to improve the safety
performance of vehicle seatbelts. Some experimental designs have included:
Criss-cross Experimental safety belt presented in the Volvo SCC. It forms a
cross-brace across the chest.
3+2 Point Seatbelt: Experimental safety belt from Autoliv similar to the criss-
cross. The 3+2 improves protection against rollovers and side impacts.
Four point "belt and suspenders": An experimental design from Ford where
the "suspenders" are attached to the backrest, not to the frame of the car.

6. REMINDER CHIME AND LIGHT

Examples of warning lights on a car dashboard.

In North America, cars sold since the early 1970s have included an
audiovisual reminder system consisting of a light on the dashboard and a
buzzer or chime reminding the driver and passengers to fasten their belts.
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Originally, these lights were accompanied by a warning buzzer whenever the
transmission was in any position except park if either the driver was not
buckled up or, as determined by a pressure sensor in the passenger's seat, if
there was a passenger there not buckled up. However, this was considered
by many to be a major annoyance, as the light would be on and the buzzer
would sound continuously if front-seat passengers were not buckled up.
Therefore, people who did not wish to buckle up would defeat this system by
fastening the seatbelts with the seat empty and leaving them that way.

By the mid-1970s, auto manufacturers modified the system so that a warning

buzzer would sound for several seconds before turning off (with the warning
light), regardless of whether the car was started. However, if the driver was
buckled up, the light would appear, but with no buzzer. New cars sold in the
United States in 1974 and the first part of the 1975 model year were sold
with a special "ignition interlock", whereby the driver could not start the car
until the seat belt was fastened; however, this system was short-lived. Cars
manufactured starting in early 1975 onward had the modified buzzer-
warning light system described earlier. Later on, some manufacturers began
replacing buzzer-based warning systems with a chime system, including the
seat belt warning system; the idea was that the chimes were "gentler" than
the buzzer. The first U.S. car model to offer this system was the 1976 Cadillac
Seville, and this system eventually replaced the buzzer system by the early
1990s.

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Today, the belt warning light may stay on for several minutes after the car is
started if the driver's seat belt is not fastened, although the chime/buzzer will
sound for only a few seconds when the key was turned to the "on" position.
In Europe and some other parts of the world, most modern cars include a
seat-belt reminder light for the driver and some also include a reminder for
the passenger, when present, activated by a pressure sensor under the
passenger seat. Some cars will intermittently flash the reminder light and
sound the chime until the driver (and sometimes the front passenger, if
present) fasten their seatbelts.

7. LEGISLATION

Main article: Seat belt legislation

Observational studies of car crash morbidity and mortality, experiments

using both crash test dummies and human cadavers indicate that wearing
seat belts greatly reduces the risk of death and injury in the majority of car
crashes.
This has led many countries to adopt mandatory seat belt wearing laws. It is
generally accepted that, in comparing like-for-like accidents, a vehicle
occupant not wearing a properly fitted seat belt has a significantly and
substantially higher chance of death and serious injury.
(26)
One large observation studying using US data showed that the odds ratio of
crash death is 0.46 with a three-point belt, when compared with no belt. In
another study that examined injuries presenting to the ER pre- and post-seat
belt law introduction, it was found that 40% more escaped injury and 35%
more escaped mild and moderate injuries. The effects of seat belt laws are
disputed by those who observe that their passage did not reduce road
fatalities. There was also concern that instead of legislating for a general
protection standard for vehicle occupants, laws that required a particular
technical approach would rapidly become dated as motor manufacturers
would tool up for a particular standard which could not easily be changed.
For example, in 1969 there were competing designs for lap and 3-point seat
belts, rapidly tilting seats, and air bags being developed. But as countries
started to mandate seat belt restraints the global auto industry invested in
the tooling and standardized exclusively on seat belts, and ignored other
restraint designs such as air bags for several decades.

7.1 RISK COMPENSATION

Some have proposed that the number of deaths was influenced by the
development of risk compensation, which says that drivers adjust their
behavior in response to the increased sense of personal safety wearing a seat
belt provides. In one trial subjects were asked to drive go-karts around a track
under various conditions. It was found that subjects who started driving
unbelted drove consistently faster when subsequently belted.
(27)
Similarly, a study of habitual non-seatbelt wearers driving in freeway
conditions found evidence that they had adapted to seatbelt use by adopting
higher driving speeds and closer following distances. A 2001 analysis of US
crash data aimed to establish the effects of seatbelt legislation on driving
fatalities and found that previous estimates of seatbelts effectiveness had
been significantly overstated. According to the analysis used, seatbelts were
claimed to have decreased fatalities by 1.35% for each 10% increase in
seatbelt use. The study controlled for endogenous motivations of seat belt
use, which it is claimed creates an artificial correlation between seat belt use
and fatalities, leading to the conclusion that seatbelts cause fatalities. For
example, drivers in high risk areas are more likely to use seat belts, and are
more likely to be in accidents, creating a non-causal correlation between
seatbelt use and mortality. After accounting for the endogeneity of seatbelt
usage, Cohen and Einav found no evidence that the risk compensation effect
makes seatbelt wearing drivers more dangerous, a finding at variance with
other research.

7.2 INCREASED TRAFFIC

Other statistical analyses have included adjustments for factors such as
increased traffic,and other factors such as age, and based on these
adjustments,a reduction of morbidity and mortality due to seat belt use has
been claimed.However, Smeed's law predicts a fall in accident rate with
increasing car ownership and has been demonstrated independently of seat
belt legislation. (28)

8. OUR IDEA

To design a seat belt which gives a signal of human heart beat to start the
vehicle.
Which ensures engaging of seat belt to the passenger's of the vehicle.
It allows a safer drive with vehicle running always with seat belt strapped to
the passenger's.

9. HOW WILL IT WORK

It will use a heart beat sensor attached to the seat belt close to the chest area.
When the key is switched on the sensor senses the heart beat.
It then gives the signal to another sensor connected to fuel pump relay switch.
Then the sensor gives current to the fuel pump relay switch to supply fuel to
the vehicle engine.
When seat belt is not attached the sensor will not sense anything then the
vehicle won't start and it will also signal to others via hazard lights and a light
warning sound.
If the heart rate sensor won’t work or unoperational by any fault and driver
have any change in heart beat regarding his health and also if he doesn’t wear
the seat belt it will notify others by hazard lights & sound.
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10. THINGS WE NEED

A SEAT
SEAT BELT MECHANISM
A HEART RATE MONITOR
HEART RATE SENSOR
SENSOR FOR RELAY SWITCH
FEW EXTRA SENSORS (OPTIONAL)

11. ESTIMATE COST

SEAT WITH SEAT BELT > Rs 2000-4000

SENSORS (2 TO 3) > Rs 2000-3000
EXTRA SENSORS (OPTIONAL) > Rs 2000-3000
HEART RATE MONITOR > Rs 3000-5000
OTHERS > Rs 2000-3000

TOTAL > Rs 11000-18000

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12. ADVANTAGES

This system force the driver to buckle up with seat belt. As the vehicle won’t
start if the seat belts are not occupied.
It helps to reduce deaths of vehicle occupants who don’t wear there seat
belts.
It will keep the driver & occupants of vehicle to keep wearing the seat belts
as the hazard lights and sound will go on if they remove the seat belt.
It will decrease the death rate due to road accidents all around the globe.
It will assure the safety of all the occupants of the vehicle at any traffic and
road conditions.

13. DISADVANTAGES

It is complicated to build (due to sensors & electrical connections).

Sensors must be so sensitive to read the heart beats of the occupants beyond
there wooly clothes.
It is expensive (relative to conventional seat belts) and vehicle makers may
not incorporate it for risk of increased vehicle costs.
People may not take it seriously or accept it as the system will remove there
freedom to start/stop the vehicle according to there will.
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CONCLUSION

From these synopsis report we conclude that this system though is

expensive then the conventional seat belts and people will not take
it or accept it so quickly due to given disadvantages, but it will
assure the safety of the occupants of the vehicle due to the
condition of wearing the seat belts to keep running the engine of
the vehicle. It also help to reduce the deaths or major injuries due
to the road accidents who don’t prefer to wear there seat belt
during driving. Also this system may be the need of today for
increase security of the vehicle occupants it will take time to make
place in the markets and to the people who love to drive, but it
must be the part of future safety programs of vehicle, as the seat
belts are the major safety feature in any vehicle to its occupants.

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REFERENCES
Manby, Frederic (24 August 2009). "Clunk, click – an invention that's saved lives for 50
years". Yorkshire Post (Johnston Press Digital Publishing). Retrieved 2010-12-04.
Andréasson, Rune; Claes-Göran Bäckström (2000). The Seat Belt : Swedish Research and
Development for Global Automotive Safety. Stockholm: Kulturvårdskommittén Vattenfall
AB. p. 12. ISBN 91-630-9389-8.
"HMRI News". Hmri.org. Retrieved 2011-02-02.
C. Hunter Shelden, M.D., (November 5, 1955). "Prevention, the only cure for head injuries
resulting from automobile accidents". Journal of the American Medical Association.
doi:10.1001/jama.1955.02960270001001.
"The man who saved a million lives: Nils Bohlin - inventor of the seat belt - Features,
Gadgets & Tech". The Independent. 2009-08-19. Retrieved 2009-12-08.
"Trollhattan Saab — Saab 9-1, 9-3, 9-4x, 9-5, 9-7x News". Trollhattansaab.net. Retrieved
2011-02-02.
"Automobile safety belt system - Patent 2855215". Freepatentsonline.com. 1958-10-07.
Retrieved 2011-04-03.
Andréasson, Rune; Claes-Göran Bäckström (2000). The Seat Belt : Swedish Research and
Development for Global Automotive Safety. Stockholm: Kulturvårdskommittén Vattenfall
AB. pp. 15–16. ISBN 91-630-9389-8.
Nils I. Bohlin, (1967). "A Statistical Analysis of 28,000 Accidents with Emphasis on
Occupant Restraint Value,". 11th Stapp Car Crash Conference. Society of Automotive
Engineers. doi:10.4271/670925. SAE Technical Paper 670925.
"A Potted Seat Belt History". Drivers Technology.
"Federal Motor Vehicle Safety Standards; Occupant Crash Protection. Final Rule".
Nhtsa.dot.gov. Retrieved 2011-02-02.
Karlsson v. Ford Motor Co., 140 Cal. App. 4th 1202 (2006).

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CONTENTS

CERTIFICATE
ACKNOWLEDGEMENT
PREFACE
1. INTRODUCTION 05
2. HISTORY 06
3. TYPES 08
3.1 TWO POINT 08
3.1.1 LAP 08
 3.1.2 SASH 10
3.2 THREE POINT 10
3.2.1 BELT IN SEAT (BIS) 11
3.3 4,5 & 6 POINT 12
3.4 SEVEN POINT 13
4. TECHNOLOGY 14
4.1 LOCKING RETRACTORS 14
4.2 PRETENTIONERS & WEBCLAMS 16
4.3 INFLATABLE 18
4.4 AUTOMATIC 19
4.4.1 SYSTEMS 21
4.4.2 DISADVANTAGES 22
5. EXPERIMENTAL 24
6. REMINDER CHIME & LIGHT 24
7. LEGISLATION 26
7.1 RISK COMPENTATION 27
7.2 INCREASED TRAFFIC 28
8. OUR IDEA 29
9. HOW WILL IT WORK 29
10. THINGS WE NEED 30
11. ESTIMATE COST 30
12. ADVANTAGES 31
13. DISADVANTAGES 31
CONCLUSION 32
REFERENCES 33

ACKNOWLEDEMENT

We, BHANU PRATAP SINGH, BHUPENDRA RAJ SINGH, UMESH KR. CHAHAR,
RAMAVATAR VERMA & PRITISH BHARDWAJ, student’s of Automobile 4rd
year, HINDUSTAN COLLEGE OF SCIENCE & TECHNOLOGY, would like to give
our heartiest thanks to all under whom we completed our synopsis report.
We would like to express our deep gratitude to Mr. RAHUL BAJPAYEEE (VICE
H.O.D) who gave me opportunity to do project at H.C.S.T.
We feel highly obliged and our heartiest thanks to Mr. SUMIT PANCHAL (CO-
GUIDE) of AUTOMOBILE DEPT. who give wonderful project to do and a
department, which has provided us an immense learning and practicalities of
actual problems, faced at the strategic and functional level.
We would like to thanks our project guide Mr. N.G.P. MURTY who showed us
the way throughout and they actually explained us the system and made us
well versed with the intricacies of the project and were always available to
solve our queries however trifle they may be.
The acknowledgement would be incomplete if contribution of whole
AUTOMOBILE DEPT. of H.C.S.T is not applauded as a whole. We sincerely
thank all of them for their cooperation and guidance during our tenure at
H.C.S.T.

[BHANU] [BHUPENDRA] [UMESH] [RAMAVATAR] [PRITISH]

PREFACE

A seat belt, also known as a safety belt, is a vehicle safety device designed to
secure the occupant of a vehicle against harmful movement that may result
during a collision or a sudden stop. A seat belt functions to reduce the
likelihood of death or serious injury in a traffic collision by reducing the force
of secondary impacts with interior strike hazards, by keeping occupants
positioned correctly for maximum effectiveness of the airbag (if equipped)
and by preventing occupants being ejected from the vehicle in a crash or if
the vehicle rolls over. When driving, the driver and passengers are travelling
at the same speed as the car. If the car suddenly stops or crashes, the driver
and passengers continue at the same speed the car was going before it
stopped. A seatbelt applies an opposite force to the driver and passengers to
prevent them from falling out or making contact with the interior of the car.
In this report we introduce you and give a brief history of the seat belts in
Chapter 1-2, we also introduce you to the types of it in Chapter 3, after it the
upcoming and today’s technology are discussed in Chapter 4, then few
experimental and allocations are discussed in Chapter 5-6, followed by the
legislation in Chapter 7. After all the literature related to seat belts discussed
in previous chapters, we have discussed our idea, mode of work, its items
requirements and estimated cost in Chapter 8,9,10&11.We also
encorporated its advantages and disadvantages in Chapter 12-13. After that
we give an end to our report with a conclusion. We also hope that the
technology described in this report will help to reduce severe injuries and
deaths happens in INDIA and all around the globe. Also we all will we glad to
help in some way for the safety of people and humanity in the world.

[TEAM ROAD RUNNER]