Crash Test 1959 Chevrolet Bel Air VS. 2009 Chevrolet Malibu (Frontal Offset) IIHS 50th Anniversary
In a gesture of messaging-related security Honda Odyssey announced that 2014 will be the first minivan to earn Top Safety Pick more TSP the Insurance Institute for Highway Safety IIHS It Sá remarkable price consonance but it is important to know exactly what lies behind the test and what constitutes a rating of TSP.
IIHS is an independent non-profit organization funded by auto insurers It puts us -MARKET vehicles through a battery of tests to determine different levels of security This is above and beyond testing by the National Administration road safety Transport NHTSA of the United States government While IIHS doesn t have legal authority over the requirements vehicle design, assessments and considerable weight tests with both car buyers and insurers This indirect pressure manufacturers Drives for their new models not only meet the NHTSA test requirements, but also perform well in the tests the IIHS.
Many people are familiar with the overlap IIHS test before, where only 40 percent of the front of a car hits a solid barrier, but in 2012 the Institute has unveiled its latest test of torture small overlap frontal crash it represents one of the most brutal accident scenarios and one of the toughest technical challenges in the laboratory to test the impact of the car a rigid wall at 40 mph with just 25 percent outside of the bumper before contacting the barrier Translate this in the real world, think like a car colliding with a pole, tree or another car, but in contact only about the centreline of the light passing this test, and all existing IIHS tests, a best performance recorded by a note TSP s Here is the test of the Odyssey.
Over the past 40 years, car manufacturers have made great efforts in the development and optimization of the concept of deformation zone in which the front bumper and frame rails collapse in an accident and absorb forces What makes the small overlap crash so hard is it bypasses the structure of the primary zone of wrinkling, force concentration in the front suspension, the firewall, and the basis of zones A pillar are not traditionally designed to absorb and dissipate crash forces.
Manufacturers who have had the chance to align their programs with the announcement of this test took into account its needs and already modified their designs, while older platforms not This is shown to great effect in the video below -Dessous.
On cars that fail the test, push the wheels backwards in the support feet or door and A-pillar loop in the doors of the driver's space and door skins can tear away, and boxes push up pedal towards the driver These failures result from serious crush injuries to the lower leg and the hip area may be the most dangerous failure is when the cross car beam edge folds inwards, forcing the steering wheel and, by extension, the airbag out of position latter member has double negative effects when combined with the movement of the driver's body in this type of accident head and chest move forward and outward toward the pillar, which can easily drag to the right the driver's head on the side of the airbag and hit the instrument panel.
There are two schools of thought on how to improve performance in this test, the first is to extend the bumpers and crumple zones outwards and design of the suspension to absorb the loads and to break outside the car Combined with a cab structure that's reinforced to resist any intrusion or bending, it re-creates the traditional concept of the crumple zone the other idea is to divert crash forces away from the car using the frame and suspension as a wedge, which prevents the absorption of much of the kinetic energy Honda Accord and Civic use the old method, while the Jeep Wrangler uses the latter to be the method favorite in the industry remains to be seen.
What is interesting, and perhaps disturbing scenario of the accident is that it doesn t perfectly conveys vehicle plant on the head in the real world static barrier test doesn t move nor deforms, and so the how this type of accident occurs in real life is significantly different than what is seen in the laboratory Honda's chief engineer for safety, Chuck Thomas says, you can design for test, but it is not necessarily the most successful in the accident in the real world There are ripping elements and breaking and being caught each other and almost impossible to simulate Although the test is good, we like to focus how cars are occurring in the real world.
In the coming years, it is certain that automakers spend a considerable amount of time and money to adapt to this new test, for example, the CEO of Toyota Osama Nagata announced the next round of updating environment business cycle include significant structural improvements to counter the poor performance of most of the company's cars in the end, all vehicles will be even safer than they are today because of the new test, and that the kind of thing that is hard to complain.
How the recent crash test made cars safer, more recent accident test done.
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- Crash Test 1959 Chevrolet Bel Air VS. 2009 Chevrolet Malibu (Frontal Offset) IIHS 50th Anniversary
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