Source: Cycle World
Honda’s concept is designed to deploy the airbag from the back section of the tank, with the airbag wrapping around the rider and then detaching so that when the rider leaves the bike, the airbag will be with them. (Honda/)Motorcyclists often have a strange relationship with safety. We all acknowledge that we do something that poses a risk but ideas to mitigate that danger are often eyed with suspicion. But a new airbag system under development at Honda could be a game-changer—decreasing the chance of injuries in the event of a crash but without any onus on the rider to change their habits.Like ABS and traction control, airbags are one of those safety aids that first got a foothold in cars, and which manage to be unobtrusive. Unlike safety ideas that require the user to proactively buy into them such as seatbelts in cars, for instance, or helmets for motorcycles, car airbags are something we can simply take for granted right until the moment you need them.On motorcycles, that sort of airbag isn’t a reality yet. Yes, we can choose to wear airbag-equipped riding gear—but Murphy’s Law says that the day you need it will be the one when you choose not to put it on. Alternatively, Honda has been selling airbag-equipped Gold Wings since 2007, but the Wing’s car-style airbag works specifically on that large touring motorcycle and still hasn’t been adapted to fit on more conventional two-wheelers. Last year we saw Honda’s first patent illustrating a new type of airbag that solves both problems, and now the company has filed more detailed documents about the same system, showing it’s still under development and being refined toward a potential production future.Related: Alpinestars Tech-Air Off-Road ReviewThe proposed airbag would wrap around the rider’s torso. (Honda/)The idea is to create an airbag that, like those in cars, doesn’t need to be visible or thought about, but when activated it works more like a wearable airbag than the car-style design used on the current Gold Wing. It’s illustrated as being mounted in the rear section of a bike’s fuel tank area, under a cover, and when activated by an acceleration sensor that can detect impacts, it inflates. So far it appears to be a conventional airbag. But there are two key differences. The first is the bag’s shape. Instead of a balloon-like design it’s sculpted into a “W” shape, with outer sections that extend under the rider’s arms and a central part that goes against their chest. As it fills with air, it wraps around the rider and holds them, rather like a life jacket.A closer look at the shape of the airbag. (Honda/)The second difference is that, once inflated, the airbag detaches from the bike and its inflators—two inflators are used—seal themselves to maintain pressure. It all happens in a fraction of a second, as soon as an impact is detected and before the rider separates from the bike, so when the rider does come off, the airbag remains wrapped around them, not attached to the bike. The result is like having a protective jacket that you weren’t wearing when the accident started.Honda’s latest patent on the system revolves around the complexities of the separation system, showing how the airbag detaches once the pressure inside it equalizes with the pressure inside the two inflators. It’s a design that needs to be relatively simple to keep costs down and to ensure reliable operation without multiple electronic or moving parts, so when activated—even after years of dormancy—it can be relied upon to do its job.An airbag-equipped Gold Wing has been available since 2007. (Honda/)As usual with technical patents, it’s impossible to guess how soon this idea might reach production but Honda has now filed so many patents related to this concept that it’s impossible to conclude that it’s anything other than a serious R&D project. The potential benefits are huge and given Honda’s stated aim to eliminate fatalities involving its motorcycles or cars by 2050—just 26 years from now—it makes sense to prioritize it. And there are commercial benefits on offer too: A bike that can be proven to be safer than others will be a big draw, particularly when it comes to attracting new riders who might be unsure about making the leap to two wheels.
Full Text:
Honda’s concept is designed to deploy the airbag from the back section of the tank, with the airbag wrapping around the rider and then detaching so that when the rider leaves the bike, the airbag will be with them. (Honda/)
Motorcyclists often have a strange relationship with safety. We all acknowledge that we do something that poses a risk but ideas to mitigate that danger are often eyed with suspicion. But a new airbag system under development at Honda could be a game-changer—decreasing the chance of injuries in the event of a crash but without any onus on the rider to change their habits.
Like ABS and traction control, airbags are one of those safety aids that first got a foothold in cars, and which manage to be unobtrusive. Unlike safety ideas that require the user to proactively buy into them such as seatbelts in cars, for instance, or helmets for motorcycles, car airbags are something we can simply take for granted right until the moment you need them.
On motorcycles, that sort of airbag isn’t a reality yet. Yes, we can choose to wear airbag-equipped riding gear—but Murphy’s Law says that the day you need it will be the one when you choose not to put it on. Alternatively, Honda has been selling airbag-equipped Gold Wings since 2007, but the Wing’s car-style airbag works specifically on that large touring motorcycle and still hasn’t been adapted to fit on more conventional two-wheelers. Last year we saw Honda’s first patent illustrating a new type of airbag that solves both problems, and now the company has filed more detailed documents about the same system, showing it’s still under development and being refined toward a potential production future.
Related: Alpinestars Tech-Air Off-Road Review
The proposed airbag would wrap around the rider’s torso. (Honda/)
The idea is to create an airbag that, like those in cars, doesn’t need to be visible or thought about, but when activated it works more like a wearable airbag than the car-style design used on the current Gold Wing. It’s illustrated as being mounted in the rear section of a bike’s fuel tank area, under a cover, and when activated by an acceleration sensor that can detect impacts, it inflates. So far it appears to be a conventional airbag. But there are two key differences. The first is the bag’s shape. Instead of a balloon-like design it’s sculpted into a “W” shape, with outer sections that extend under the rider’s arms and a central part that goes against their chest. As it fills with air, it wraps around the rider and holds them, rather like a life jacket.
A closer look at the shape of the airbag. (Honda/)
The second difference is that, once inflated, the airbag detaches from the bike and its inflators—two inflators are used—seal themselves to maintain pressure. It all happens in a fraction of a second, as soon as an impact is detected and before the rider separates from the bike, so when the rider does come off, the airbag remains wrapped around them, not attached to the bike. The result is like having a protective jacket that you weren’t wearing when the accident started.
Honda’s latest patent on the system revolves around the complexities of the separation system, showing how the airbag detaches once the pressure inside it equalizes with the pressure inside the two inflators. It’s a design that needs to be relatively simple to keep costs down and to ensure reliable operation without multiple electronic or moving parts, so when activated—even after years of dormancy—it can be relied upon to do its job.
An airbag-equipped Gold Wing has been available since 2007. (Honda/)
As usual with technical patents, it’s impossible to guess how soon this idea might reach production but Honda has now filed so many patents related to this concept that it’s impossible to conclude that it’s anything other than a serious R&D project. The potential benefits are huge and given Honda’s stated aim to eliminate fatalities involving its motorcycles or cars by 2050—just 26 years from now—it makes sense to prioritize it. And there are commercial benefits on offer too: A bike that can be proven to be safer than others will be a big draw, particularly when it comes to attracting new riders who might be unsure about making the leap to two wheels.
