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SAE TECHNICAL
PAPER SERIES 2007-01-0347

Invisible Knee Airbag Module Development

Soongu Hong, Hunhee Jeong, Byungryong Joo and Ikwhan Kim
Hyundai MOBIS

Reprinted From: Occupant Restraints & Air Bags, 2007

(SP-2122)

2007 World Congress

Detroit, Michigan
April 16-19, 2007

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Invisible Knee Airbag Module Development
Soongu Hong, Hunhee Jeong, Byungryong Joo and Ikwhan Kim
Copyright © 2007 SAE International
ABSTRACT
Recently, the automotive industry has become more
interested in knee injury, particularly in the application
and development of knee airbag modules in vehicles to
achieve a good rating during EuroNCAP and IIHS tests.
Also, EuroNCAP and IIHS press the automotive industry
to equip vehicles with knee airbag modules for occupant
safety improvement in barrier tests. (1)
Therefore, an invisible knee airbag module has been
independently developed through design, simulation,
static deployment tests and dynamic knee impact tests.
A knee airbag module development process has been
established and test results that were obtained from the
development process are presented. Also, some design
considerations for invisible knee airbag module
development are discussed in this paper.
A knee airbag module, which has been changed to
match the IP lower panel shape and packaging specific
vehicle environment, will be developed and produced in
the near future.
INTRODUCTION
The majority of occupant injuries are caused by frontal
crashes and the distribution of seriously injured
occupants in frontal crashes is 69% in Europe. Also, in
previous research, 17% of distribution lies in side
crashes, 9% in rollover and 3% in rear crashes (2). The
knee is one of the more frequently injured parts of the
lower limbs with femur and patella fractures that
represent 34% of lower limb injuries in a UK research
report. (2, 3) Mark R.Socher et al(4) studied the injury
pattern of knee, thigh and hip in frontal crashes and the
results show that hip injuries tend be more debilitating
than knee and thigh injuries. Hip injuries occurred more
frequently to drivers than to passengers, to heavier and
taller occupants than lighter, smaller occupants, to
males than to females and to unbelted occupants than to
belted occupants.
Some companies also presented papers for knee
airbag development. Raj S. Roychoudhury, James K.
Conlee et al (5) developed a blow molded active plastic
kneebolster using TPO (Thermoplastic Poly Olefin)
2007-01-0347
Hyundai MOBIS
material and Jeff Jenkins, Stephen Ridella, and Suk Jae
Ham (6) predicted the injury after inflatable knee bolster
has been applied in offset deformable barrier crashes
using MADYMO simulation. Patrick Borde(2) predicted
the occupant injury with an applied pyrotechnic knee
bolster using MADYMO and Trevor Ashline and Henry
Bock(7) obtained good results in frontal and rear crash
using an IRL Tub (aircraft) knee airbag.
The world’s first knee airbag is equipped in a Kia
Sportage on the driver side only and the number of dual
knee airbag equipped vehicles are increasing gradually
in the marketplace. Generally, the knee airbag can be
categorized by IKB (Inflatable Knee Bolster) type and
KAB (Knee AirBag) type. The IKB type deploys the knee
airbag cushion within the IP Lower (Instrument Panel
Lower) and indirectly restrains the occupant’s knees
using the IP lower panel. The KAB restrains the
occupant’s knees using the knee airbag cushion directly.
In addition, the KAB module can be divided by visible
and invisible type. The visible type KAB has a separate
airbag door and IP lower part. The invisible type KAB,
such as on the driver side, is integrated with airbag door
and IP lower part, and the tear seam or outline of the
KAB door can not be seen.
For example, the IKB type is equipped in the BMW
745i and Chrysler Pacifica and the KAB type is equipped
in Lexus LS430, Audi A8, MY06 Chrysler PT Cruiser and
MY06 Dodge Caliber (Figure.1).
IP Lower
IP Lower
Inflator
Femur Femur
Inflator
Knee Door Knee
(1) IKB (Inflatable KneeBolster) (2) KAB (Knee AirBag)
Figure.1 Comparison between IKB and KAB type of
knee airbags
The invisible KAB type for driver and passenger
seating positions was chosen to be developed in this
study and the knee airbag module was named DKAB
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(Driver Knee AirBag) for the driver side and PKAB
(Passenger Knee AirBag) for the passenger side.
INVISIBLE KNEE AIRBAG MODULE DESIGN
COVERAGE ZONE STUDY
A package layout study has been conducted to
establish the knee airbag mounting location and the
cushion coverage zones using hybrid III 5th%ile, 50th%ile
and 95%ile package dummies. The knee impact zone to
be restrained with a knee airbag cushion has been
calculated assuming that the unbelted dummy is in free
flight during frontal impacts and assuming that the
cushion width is established for the dummy trajectory in
a 30 degree angle barrier test (Figure.2).
Figure.2 Coverage zone study result for the knee airbag
As a result, the driver knee airbag cushion volume
was found to be 17 liters and the passenger knee air
bag cushion volume was found to be 19 liters.
KNEE AIRBAG CUSHION
The knee airbag cushion was made from Nylon 66,
420 Denier 49x49 weave silicon coated material. Two
tethers with integral vent holes have been provided
within the knee airbag cushion to control the volume.
Also a diffuser to control inflator gas flow has been
provided in the knee airbag cushion. A MADYMO
simulation has been conducted to find the proper knee
airbag cushion shape using the package layout study
results as shown in Figure 3.
Tether
Diffuser
Figure.3 Knee airbag cushion drawing
DRIVER KNEE AIRBAG MODULE
The visible knee airbag on the driver side may have
some appearance issues. Visible knee airbag assembly
variation may lead to gap issues between the IP lower
LH (Left Hand, driver side of Left Hand drive vehicle)
panel and the knee airbag module.
To overcome this problem and achieve wide design
flexibility, an invisible type of knee airbag has been
designed. Also, a knee bolster integrated housing has
been designed to absorb the kinetic energy of the
dummy’s knees after the knee airbag cushion is
compressed (Figure.4). It shares the same mounting
point as the conventional knee bolster to avoid
increasing number of job processes. The IP lower LH
panel has been designed to be equipped in final
assembly line with the same job process. Also, it is
required to provide a mounting method for the IP lower
LH panel (=KAB door) which is not detached during
knee airbag deployment. To accomplish this, the IP
lower LH panel and KAB housing have been attached by
using two screw bolts in this project as shown in
Figure.4.
Cushion
Clamp Ass’y
Inflator
Nut W/Harness
Flange
Retainer Ass’y
Nut Flange
Screw Bolt
Vent hole
Figure.4 Assembly drawing of the DKAB module
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The knee airbag door has been designed by the same
methodology as for the invisible PAB (Passenger
AirBag) module. Therefore, it is required to develop a
laser scoring methodology according to door size to
meet deployment performance.
PASSENGER KNEE AIRBAG MODULE
dummy’s knees are close to the glove box. (In this study,
the effectiveness of the PKAB module for an open glove
box, different dummy variations and locations were not
considered when developing the deployment logic.
DKAB Module PKAB Module

The coverage zone study of passenger knee airbag

cushion is required to avoid the contact between the
PAB cushion and the PKAB cushion. The PKAB cushion
was harmonized with the driver side one in this study.

G/Box Bottom Cover

G/Box Ass’y

Inflator Figure.6 Prototype sample of the KAB module

KNEE AIRBAG MODULE DEVELOPMENT

Cushion
EVALUATION PROCESS
Housing
The knee airbag module has been evaluated through
a cushion blow test, static door opening stiffness test,
cushion positioning test, knee impact test and OOP (Out
W/Harness Of Position) test as shown in Table.1. The cushion blow
test was conducted to evaluate cushion shape and
develop the fold methodology of the knee airbag. Static
door opening stiffness tests were conducted to tune the
knee airbag door stiffness, laser scoring thickness and
polyurethane foam thickness. The detailed test purpose
and method are discussed in the next sections.

Cushion Blow Test

Static KAB Door Opening Stiffness Test

Figure.5 Assembly drawing of PKAB module

KAB Positioning Test
Also, the PKAB housing has been designed to be
integrated into the glove box using six nuts and the
Knee Impact Test
glove box bottom cover has been designed to be a
separate piece type in order to assemble the KAB
module into the glove box easily (Figure.5) A package OOP Test
study to obtain a sufficient space of glove box was not
conducted in this study.
Table.1 KAB evaluation process flow
The glove box housing and PKAB door were
connected by using frequency welding. The prototype CUSHION BLOW TEST AND RESULTS
sample is shown in Figure.6. The inflator, diffuser and
cushion assembly were harmonized with the ones used A SureFire inflation system (250V, 50Hz) of Microsys
on the driver side. technologies which has been installed at Kolon Inc. was
used for the cushion blow test to tune the cushion shape
Basically, the KAB deployment logic was developed and develop the folding methodologies as shown in
such that the PKAB module will not be deployed when Figure.7. The initial tank pressure of SureFire inflation
the glove box is open and will be deployed when the
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system was 2.3 psi [=15.8KN/m2] and internal cushion was tuned from a deployment test and a static door
pressure of knee airbag was 1.6bar [=160KN/m2]. stiffness test using an Instron UTM. The PAB door has
been installed as shown Figure.10.

Door

214mm
Figure.7 SureFire inflation system of Microsys

Before developing the cushion and folding

methodologies, correlation tests between the blow test
and actual deployment test were conducted as shown in Figure.10 Setup condition for door opening stiffness
Figure.8. measurement

For the static test, the rigid steel plate (214mm x 173mm
6ms 0ms x 6.25mm) was tightly held by the grip and the speed of
UTM was 200mm/min. The final tuned results of the
KAB door opening force and the PAB (Passenger Air
10ms 7ms Bag) door force are shown in Figure. 11.
Airbag Door Opening Force

3000

12ms 9ms 2500

2000 PAB
DKAB
Force(N)

1500
15ms 11ms
1000

Actual test Blow test

500
PKAB
Figure.8 Correlation results between actual test and 0
0

10

11

12

13
blow test Time(s)

DKAB Door PKAB Door PAB Door

As a result, a knee airbag folding method was developed
Figure.11 Comparison result between PAB and KAB
as shown in Figure.9 and was verified through actual
door
deployment test.
POSITIONING TEST AND RESULTS

Many positioning tests were conducted to evaluate

knee airbag folding method, cushion integrity, shape and
full deployment time.
Step1> Half Folding Step2> Accordion Folding

Step3> AccordionFolding
Step2> Accordion Folding Step4> Accordion Folding Step5> Roll Folding

(This folding method is a patented invention, Patent

No. : 10-2006-0112240)
Figure.9 A knee airbag folding method
Figure.12 Dummy positioning test set-up condition
STATIC DOOR OPENING STIFFNESS TEST AND
RESULTS
A 50th %ile dummy has been set up at the middle of the
lowest seating position with seat, column and w/o
The door opening force affects static deployment
steering wheel as shown in Figure.12. The test results
performance of the knee airbag. The door opening force
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of DKAB and PKAB are shown in Figure.13 and

Figure.14.
Animation analysis was conducted to find the best
cushion kinematics in top and side views during
deployment.

Top view Side view Top view Side view

Figure.16 After knee impact test
1ms 9ms

Knee impact tests w/o DKAB (knee bolster only), with

DKAB on driver side , and with PKAB on the passenger
3ms 11ms side have been conducted to observe the effectiveness
of the knee airbag. The results are shown in Table.2
and Figure.17.
5ms 13ms

N
DKAB/PKAB LH/RH Femur Load(N)
o
7ms 15ms LH 7378.1
1 Knee Bolster Only
RH 8696.3
LH 3320.2
Figure.13 Positioning test result for the DKAB 2 DKAB
RH 4085.2
LH 5504.9
Top view Side view Top view Side view 3 PKAB
RH 5164.3
1ms 9ms
Table.2 Knee impact test results

KNEE IMPACT TEST RESULTS : Femur Load

3ms
11ms 10000

9000
DKAB_LH
8000
DKAB_RH
PKAB_LH
PAKB_RH
5ms 13ms 7000
Knee_Bolstar_LH
6000
Knee_bolster_RH
Femur Load (N)

5000

7ms 15ms 4000

3000

2000

Figure.14 Positioning test result for the PKAB 1000

0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500
It was more difficult to position the DKAB module than -1000
Time(ms)
the PKAB module since not enough space was available
to deploy the knee airbag between knee airbag module Figure.17 Femur load results of the knee impact tests
surface and 50%ile dummy’s knee surface. The full
deployment time of the KAB was 13ms. As shown in Table.2 and Figure.17, a 50% femur load
improvement has been achieved with a driver knee air
KNEE IMPACT TEST AND RESULTS bag compared to the result with knee bolster alone. Also,
5.5KN LH and 5.1KN RH femur loads on the passenger
To evaluate the KAB cushion stiffness, a knee impact side were measured when the PKAB module was used.
test was conducted as shown in Figure.15 and 16. The Animation results of the knee impact tests are shown in
impact speed during the test was 25kph. Figure.18 for the DKAB and Figure 19 for the PKAB.

Figure.15 Before knee impact test

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15ms 23ms 3ms 11ms

5ms
17ms 13ms
25ms

19ms 27ms 7ms 15ms

9ms 17ms
21ms 29ms

Figure.18 Animation result of the DKAB knee impact test

Figure.20 DKAB module OOP test results (0mm
distance between IP and knee)
15ms 23ms
LH Femur Load
1500

1000
17ms 25ms
500

Femur Load(N)
0
0 0.005 0.01 0.015 0.02 0.025 0.03

19ms 27ms -500

-1000

-1500
PKAB OOP 0mm

29ms -2000 PKAB OOP 20mm

21ms
DKAB OOP 0mm
-2500 DKAB OOP 30mm
DKAB OOP 60mm
-3000
Figure.19 Animation result of the PKAB knee impact test Time(ms)

Figure.21 LH femur load results for the KAB OOP tests

OOP (Out-Of Position) TEST AND RESULTS
All of the femur load values were below 3.8KN and all of
The main purpose of the OOP test was to confirm the knee slider values were below 6mm except for the
whether or not the developed knee airbag module is 30mm distance from the DKAB module test (test number
hazardous to the dummy when the KAB module is 4) and the PKAB 0 offset OOP test (test no. 1) as
deployed. Originally, the EuroNCAP test was conducted shown in Figure.21, Figure 22, and table.3. In the near
as a 64kph, 40%offset deformable barrier impact test to future, tests will be repeated to correct the bad data
evaluate restraint systems for vehicles in the European channel in the PKAB 0 offset OOP test.
market. To achieve good ratings in this test, the number
of KAB module equipped vehicles are increasing. Additionally, tibia LH and RH compression loads are
EuroNCAP is changing the test procedure to update the presented as shown Figure.23.
airbag test program (including sled test and OOP tests)
for knee airbag equipped vehicles. Currently, EuroNCAP
LH Knee Slider
has not yet established the injury criteria for the OOP 30
tests. Only femur load (<3.8KN) and knee slider
25
response (<6mm) are measured and evaluated using
Error
50%ile and 95%ile Hybrid III dummy at any seating 20
PKAB OOP 0mm
position. A modifier is not applied if no variable contact 15 PKAB OOP 20mm
Slider(mm)

and no localized knee load requirements occur. (1) In this 10

DKAB OOP 0mm
DKAB OOP 30mm
study, only the EuroNCAP OOP test is conducted using DKAB OOP 60mm
5
the 50%ile Hybrid III dummy at selected seating
positions. 0
0 0.005 0.01 0.015 0.02 0.025 0.03
-5

As shown in Figure.20, OOP tests were conducted at -10

0mm, 30mm, and 60mm distances between the IP and Time(ms)

dummy’s knees for DKAB and 0mm and 20mm distance

for the PKAB. A 50%ile dummy was used.
Figure.22 LH knee slider results for the OOP tests
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Distance Femur Load Knee slider KAB CUSHION DESIGN TO AVOID INTERFERENCE
No D/PKAB * LH/RH(<3.8KN) LH/RH(<6mm) WITH THE IGNITION KEY

1 PKAB 0mm 2.0 / 2.5 KN Error / 5.77 During the evaluation test, the ignition key interfered
with KAB cushion and sent the key assembly “flying
2 PKAB 20mm 2.1 / 2.5 KN 4.83 / 5.56 away” as shown in Figure.23. Therefore, the KAB
cushion would require a flap or an additional plate to
3 DKAB 0mm 0.9 / 1.2 KN 4.17 / 5.45 avoid cushion tearing. A knee airbag cushion
reinforcement and a plate to protect the knee airbag
4 DKAB 30mm 2.8 / 1.2 KN 6.91 / 5.83 cushion has been applied to the design (patent by Posz
& Bethards.(10))
5 DKAB 60mm 1.9 / 0.2 KN 5.33 / 0.48

* : Distance between IP and knee

Table.3 OOP test results for selected distances between

the dummy knees and the KAB module

LH Tibia Compression Load

Figure.23 Interference between DKAB and key
0.8
assembly
0.6

0.4
KNEE AIRBAG MODULE DEPLOYMENT AT THE
0.2
5%ILE DUMMY POSITION (FORMOST AND HIGHEST)
Tiba (KN)

0.0
0 0.005 0.01 0.015 0.02 0.025 0.03
-0.2
It is necessary to decide whether or not the
-0.4
PKAB OOP 0mm deployment logic will deploy the knee airbag for a 5%ile
-0.6 PKAB OOP 20mm
DKAB OOP 0mm
driver. A previous study (12), included in this paper as
-0.8 DKAB OOP 30mm Table.4 and 5, show MADYMO (MAthmatical DYnamic
DKAB OOP 60mm
-1.0 MOdelling) results of a knee airbag deployment for 5%ile
Time(ms)
belted and unbelted dummy conditions. When the knee
airbag was deployed into to the 5%ile female dummy, a
RH Tibia Compression Load
substantial injury improvement could not be found
0.3
except for the unbelted passenger, as shown in Tables 4
0.2 and 5. Because the 5%ile dummy’s sitting position is
0.1 foremost and highest, there is not much space to deploy
0.0
-0.1 0 0.005 0.01 0.015 0.02 0.025 0.03 the knee airbag between knee airbag module and
-0.2 dummy’s knee surface except in a movable pedal-
Tiba (KN)

-0.3
equipped vehicle.
-0.4
-0.5
-0.6
PKAB OOP 0mm Driver 5%ile Simulation Result
-0.7 PKAB OOP 20mm
60
-0.8 DKAB OOP 0mm 25mph Unbelted
-0.9 DKAB OOP 30mm 30mph Belted
40
DKAB OOP 60mm
-1.0
Improvement (%IARV)

Time(ms) 20

0
Index (L)

Index (R)
HIC 36

Chest d
Chest g s

NTE

NCE

Load (R)
NTF

NCF

Load (L)

Figure.23 LH/RH tibia compression load results for the

Femur

Femur

Tibia

Tibia

-20
KAB OOP tests
-40

SOME DESIGN CONSIDERATIONS FOR THE -60

INVISIBLE KNEE AIRBAG MODULE -80

DEVELOPMENT -100
Injuries

Some design considerations which have been

obtained through design and evaluation tests for the Table.4 Madymo simulation results of the driver side
invisible knee airbag module are summarized in this 5%ile dummy position
section.
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Passenger 5%ile Simulation Result

100
25mph Unbelted

80
30mph Belted REFERENCES
Improvement (%IARV)

60
1. “Sled Test Procedure for assessing Knee Impact
40
Area”, European New Car Assessment Program
Version 1.0a, 2004
20
2. Patrick Borde, “Pyrotechnic Kneebolster Develop-
0 ment and Its Contribution to Car Drivers Safety”,

Index (L)

Index (R)
HIC 36

Chest d

NTE
Chest g s

NCE
NTF

NCF

Load (L)

Load (R)
Femur

Femur
SAE2001-01-1049.

Tibia

Tibia
-20
3. Lisa Shoaf Ore and C. Brian Tanner et al, “Accident
-40
Injuries
Investigation and Impairment Study of Lower
Extremity Injury”, SAE930096.
4. Mark R.Sochor, Daniel D Faust and Stewart C.
Table.5 Madymo simulation result of the passenger side
Wang et al, “Knee, Thigh and Hip Injury Patterns for
5%ile dummy position
Drivers and Right Front Passengers in Frontal
Impacts”, SAE2003-01-0164.
In addition to an observed general improvement of
unbelted passenger responses, there are some other 5. Raj S. Roychoudhury, James K. Conlee et al, “Blow-
noted improvements such as the injury value of driver Molded Plastic Active Knee Bolster”, SAE2004-01-
femur load LH and tibia index LH which are improved as 0844.
shown in Table.4. Also passenger chest deflection and 6. Jeff Jenkins, Stephen Ridella and Suk Jae Ham,
neck tension force are improved as shown in Table.5. “Development of an Inflatable Kneebolster by using
Therefore, it is recommended that the knee airbag MADYMO and DOE”, 9th International MADYMO
should be deployed for the 5%ile dummy position since Users Conference, 2002.
dummy injury response can be improved for many body 7. Trevor Ashline and Henry Bock, “Investigating the
regions when compared to the non-deployed knee Effects of Anchor Pretensioners, Kneebolster Airbag
airbag condition. Also, injury values will likely improve and Seat Belt Changes In an IRL Tub”, SAE 2004-
when the KAB module is further optimized and tuned 01-3563.
with the DAB and PAB module simultaneously. 8. James K. Conlee, “Passenger Side Airbag System
for Open Interior Architecture”, SAE970721.
CONCLUSIONS 9. Donald F. Huelke, “Anatomy of the Lower Extremity-
An Overview”, SAE861921.
The invisible knee airbag module has been developed 10. Posz & Bethards, “Knee Protection Airbag Device”,
independently and evaluated through design, simulation Patent No : 20040164527a1.
and test. Some design considerations for invisible knee 11. MADYMO User’s Manual ver.6.1, TNO, 2003.
airbag module development have been summarized and 12. S.G.Hong et al, “Design Considerations of Invisible
this study concludes with the following remarks. Knee Airbag Module Development”, 6th Korea
MADYMO Users Conference, 2005
1. The lower extremity injury response improvement
when the knee airbag module was deployed in a DEFINITIONS, ACRONYMS, ABBREVIATIONS
50%ile knee impact test on the driver side was found
to be above 50%. Euro NCAP : Europe New Car Assessment Program
IIHS : Insurance Institute for Highway Safety
2. It was found that the door size of driver side KAB MADYMO : MAthmatical DYnamic MOdelling
needs to be reduced or requires a material change DAB : Driver AirBag
for meeting the OOP test when the Euro NCAP
PAB : Passenger AirBag
criteria are applied.
DKAB : Driver Knee AirBag
PKAB : Passenger Knee AirBag
3. The distances between the knee and IP surface
(distance which is required to deploy the knee
QQAbove mentioned knee airbag modules and folding
airbag module) should be above 60mm. Since the
number of vehicles in which knee airbag modules method were applied for a patent.
are being applied are increasing, the injury criteria
for OOP testing of a knee airbag module should be
established in order to determine whether or not
KAB loading is hazardous.

4. The developed knee airbag module will be verified

during sled testing and an invisible plastic knee
airbag and a visible knee airbag will be developed in
the near future.