The front - axle components, steering gear, engine and transmission are pre-mounted on a high - strength - steel subframe which is bolted securely to the body's side members, making it a key component in
the front crash structure of the new E-Class: in the event of a frontal impact, the subframe forms a separate load - bearing path along which the impact energy is absorbed at specific points (see page 56).
By improving
the front crash structure, airbag configuration and passenger restraint system, GM engineers found the extra credits to lift the Colorado to five stars across the board.
The front frame spread the load over
the front crash structures to ensure the CR - Z gives maximum protection in impacts with vehicles of different bumper heights.
Not exact matches
It's likely this new round of
crash tests could force automakers to further modify the frame and
structures of the
front of their vehicles so they better protected passengers from one of the deadliest collisions.
A super-rigid carbon fiber monocoque provides the basic
structure, wearing steel only in the
front and rear
crash structures and integrated roll cage.
For that reason, many of today's carbon - fiber cars use aluminum
crash structures in the
front and rear to dissipate energy in the event of a collision.
Volkswagen modified the 2016 Passat's
front - end
structure, which has improved its score in the Insurance Institute for Highway Safety's small - overlap
front crash test from acceptable to good (from a possible good, acceptable, marginal or poor).
Honda revamped the van's Advanced Compatibility Engineering (ACE)
crash structure with significantly more bracing inside the
front fenders.
Beginning with 2015 models built after February 2015, the
front - end
structure, door sill, and hinge pillar were modified to improve occupant protection in small overlap frontal
crashes.
Beginning with 2015 models built after July 2015, the vehicle's
front - end
structure and
front door hinges were modified to improve occupant protection in small overlap frontal
crashes.
Weight - optimised and
crash - optimised body
structure; standard safety fittings include
front and side airbags, side curtain airbags, 3 - point automatic belts on all seats, at
front with belt tensioners and belt force limiters, twin ISOFIX children's seat attachments at rear and optionally also on the
front passenger seat, tyre pressure control and partially active engine compartment lid for optimised pedestrian protection; optimised vehicle weight; excellent acoustic and vibrational comfort; favourable aerodynamic properties.
The
front and rear
crash structures, suspension mounting points and sills are all made of aluminium.
Besides helping the Civic Hatchback aim for the highest ratings in the rigorous federal
crash tests, the
crash stroke
structure enabled designers to develop the body design to feature a short
front overhang and short hood - line for a unique and exciting appearance, excellent outward visibility and improved handling.
«Its
front structure has to crush to absorb
crash energy, and it has to have a safety cage that stays intact so the safety belts and airbags can protect the occupants.»
It was elected Car of the Year in Sweden in 1966 thanks to many advanced safety features for its time:
front and rear disc brakes, dual - circuit braking system, and a
crash - absorbing body
structure.
Besides helping the Civic Type R aim for the highest ratings in the rigorous federal
crash tests, the
crash stroke
structure enabled designers to develop the body design to feature a short
front overhang and short hood - line for a unique and exciting appearance, excellent outward visibility and improved handling.
Crumpled
structure in
front of the occupant compartment indicates where the
crash energy was absorbed.
Typically,
front - end
structures are designed to crush and absorb
crash energy, allowing occupant compartments to slow more gradually, ideally with little or no intrusion into drivers» survival space.
Beginning with 2014 models, the side curtain and side torso airbags as well as the
front seat
structure were modified to improve occupant protection in side impact
crashes.
• Body
structure weight - optimised and
crash - optimised; standard safety features including
front and side airbags, side curtain airbags, 3 - point automatic seat belts on all seats, with belt tensioners and belt force limiters at
front, ISOFIX children's seat mounting at rear, Run Flat Indicator and partially active engine compartment lid to optimise pedestrian protection; vehicle weight lower than in predecessor models and competitors in the segment in virtually all variants of the new MINI despite extended range of fittings; increased acoustic and vibrational comfort: optimised aerodynamic properties as appropriate to each specific model including active cooling air flaps, underbody trim panel and air ducting elements in the upper section of the C columns; best aerodynamic figures within the competitive environment: Cd value reduced to 0.28 (MINI Cooper, MINI Cooper D).
• Body
structure weight - optimised and
crash - optimised; standard safety features including
front and side airbags, side curtain airbags, 3 - point automatic seat belts on all seats, with belt tensioners and belt force limiters at
front, ISOFIX children's seat mounting at rear, Run Flat Indicator and partially active engine compartment lid to optimise pedestrian protection; vehicle weight lower than in predecessor models and competitors in the segment in virtually all variants of the new MINI despite extended range of fittings; increased acoustic and vibrational comfort: optimised aerodynamic properties as appropriate to each specific model including active cooling air flaps, underbody trim panel and air ducting elements in the upper section of the C columns; best aerodynamic figures within the competitive environment: Cd value reduced to 0.28 or 0.31 (MINI Cooper S).
«If a vehicle's
front - end
structure absorbs and manages the
crash energy so the occupant compartment remains largely intact, with little or no intrusion into the driver's space, then the dummy's movement can be controlled, and injury measures are likely to be low.
In a small overlap test, the main
structures of the vehicle's
front - end crush zone are bypassed, making it hard for the vehicle to manage
crash energy.
Beginning with 2017 models, the
front - end
structure and bumper reinforcement were modified to improve occupant protection in small overlap and moderate overlap frontal
crashes.
ARLINGTON, Va. — Changes to the
structure and airbags of the 2015 Chevrolet Sonic have lifted the small car's rating for small overlap
front crash protection from marginal to good.
«Cars»
front - end
structures are designed to manage a tremendous amount of
crash energy in a way that minimizes injuries for their occupants,» says Adrian Lund, Institute president.
The
front and rear
crash structures are made from CFRP and the supporting CFRP
structures inside the occupant cell include the inner sills, the center tunnel, the bulkhead, and the cross-members in the floor.
On the safety
front, the Nano comes well equipped with impact cushioning crumple zone, reinforced body
structure for enhanced frontal
crash safety, robust side doors with intrusion beams for side
crash protection, anti-roll bar for high speed stability and SUV - like ground clearance of 180 mm.
When a
crash involves these
structures, the occupant compartment is protected from intrusion, and
front airbags and safety belts can effectively restrain and protect people inside.
Beginning with 2015 models, the
front - end
structure was modified to improve occupant protection in small overlap frontal
crashes.
The Sesto Elemento features a lightweight carbon - fiber
structure with the entire
front frame, exterior panels, and
crash boxes also made of CFRP.
That vehicle rated poor for protection in small overlap
front crashes, as the
structure was seriously compromised and the side airbag didn't deploy.
Beginning with the 2017 model year, the
front - end
structure was reinforced and the driver door, lower hinge pillar, and sill were modified to improve occupant protection in small overlap frontal
crashes.
The reason it is considered easy is that fully 40 % of the vehicle's
front structure is involved in the
crash.
Unlike most conventional designs that direct frontal
crash energy only to the lower load - bearing
structures in the
front end, ACE actively channels frontal
crash energy to both upper and lower structural elements, including the floor frame rails, side sills and A-pillars.
According to the Institute, Ford reinforced the driver's side to improve its small overlap
front crash test score, but did not do the same for the passenger - side
structure, a condition that led to the variance in performance from side to side.
Passive safety begins with advanced unibody engineering and construction, which includes the Advanced Compatibility Engineering ™ (ACE ™) body
structure and energy - dispersing
crash stroke
front frame rails are employed, and additional passive - safety features include advanced
front airbags (i - SRS),
front side airbags, and side curtain airbags with rollover sensor.
The energy - absorbing
front structure utilizes several technologies such as octagonal
front frame rails, tunnel rails and «shotgun»
front structural members to absorb and redirect
front crash forces away from the passenger compartment.
That's because, in a small overlap test, the main
structures of the vehicle's
front - end crush zone are bypassed, making it hard for the vehicle to manage
crash energy.
ACE ™ body
structure with
crash stroke design for collision performance in a sporty, compact
front frame design
Small overlap
crashes pose a challenge because they bypass a typical vehicle's main
front structure.
Because only 40 percent of the
front end is involved, this test places a far greater stress on the
structure of the vehicle than the federal frontal
crash test.
The entire car, including its self - supporting steel chassis, the welded FIA - approved safety cell, the carbon fibre
crash structure at the
front and carbon fibre reinforced plastic
crash element at the rear, weighs less than 1,300 kilograms.
Advanced Safety Performance Utilizing Honda's second - generation Advanced Compatibility Engineering ™ (ACE ™) body
structure and «3 - bone»
front floor construction, along with advanced supplemental restraint systems and available Honda Sensing ™ safety and driver - assistive technologies, the 2017 Ridgeline targets the highest available
crash safety ratings from the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) including an a 5 - star Overall Vehicle Score in the NHTSA's New Car Assessment Program (NCAP) and a TOP SAFETY PICK + score from the IIHS, including a GOOD rating in the Institute's rigorous small overlap frontal collision test.
The
crash - activated aluminum
structures at the
front and rear end of the Drive module provide additional safety.
Advanced Structural Safety A special steel unibody
structure with a 2 - system load path
structure allows the Clarity Electric to efficiently absorb
front, side and rear
crash energy, distributing
crash loads through the
structure while helping to retain the integrity of the passenger cabin.
In addition, the greater use of high - strength steel and advanced
crash engineering features, including its Advanced Compatibility Engineering ™ (ACE ™) body
structure, new
crash stroke
front frame rails, and tailor - tempered B - pillars and rear frame
structures, helps better protect occupants in a collision while minimizing weight for superior fuel efficiency.
Advanced Compatibility Engineering ™ (ACE ™) Body
Structure The Advanced Compatibility Engineering ™ (ACE ™) body - structure enhances occupant protection and crash compatibility in frontal collisions by distributing crash energy more evenly throughout the front of the
Structure The Advanced Compatibility Engineering ™ (ACE ™) body -
structure enhances occupant protection and crash compatibility in frontal collisions by distributing crash energy more evenly throughout the front of the
structure enhances occupant protection and
crash compatibility in frontal collisions by distributing
crash energy more evenly throughout the
front of the vehicle.
Advanced Compatibility Engineering ™ (ACE ™) Body
Structure Honda's Advanced Compatibility Engineering ™ (ACE ™) body - structure enhances occupant protection and crash compatibility in frontal collisions by distributing crash energy more evenly throughout the front of the
Structure Honda's Advanced Compatibility Engineering ™ (ACE ™) body -
structure enhances occupant protection and crash compatibility in frontal collisions by distributing crash energy more evenly throughout the front of the
structure enhances occupant protection and
crash compatibility in frontal collisions by distributing
crash energy more evenly throughout the
front of the vehicle.
In one example of poor
structure, the
front pillar of the Nissan Rogue's door frame was pushed far inside the occupant compartment and after the
crash was almost touching the driver seat.