Crash test
A crash test [ ˈkræʃ- ] is a collision test of vehicles under realistic controlled conditions. Such tests are particularly common in the automotive industry when developing vehicles and security systems. They are used to gain knowledge about the behavior of a vehicle, its occupants or the load in different crash configurations. The result is either the confirmation of the desired vehicle safety or the detection of weak points that still need to be fixed.
For the national type approval of vehicles in Germany , especially for the general type approval (ABG), the proof of the existence of a quality assurance system is mandatory on the part of the manufacturer. The associated implementation of quality assurance indirectly includes the implementation of crash tests by the manufacturer. Since vehicle manufacturers are generally striving to open up larger markets for their vehicles, a large number of other regulations are usually added to the local legal provisions, such as the recommendations of the United Nations Economic Commission for Europe (UNECE), Transport Division , which reflected in EU directives (see ECE-R ), and other institutions. In the USA there are different type approval regulations and a separate set of rules for vehicle safety (see FMVSS et al.), Which differs from other parts of the world (especially Europe), so that local manufacturers usually have their models undergo separate crash tests in the USA if they intend to to market them there.
Basics
In the crash test, a vehicle is driven against a fixed, rigid or deformable obstacle under defined conditions; there is also the option of driving vehicle-to-vehicle crashes or simulating collisions with pedestrians. The effects are recorded by numerous sensors and by recordings with high-speed cameras.
The crash test usually takes place in a special test facility. The vehicle is accelerated by a tow rope to the required speed depending on the attempt and hits the obstacle at the end of the route. Crash tests with the entire vehicle are already carried out in the prototype phase. They primarily serve to secure the structure of the vehicle.
In so-called sled tests, the most common type of crash tests carried out, only a (usually reinforced) body shell with the components to be tested is mounted on a sled . Depending on the type of system, the slide is decelerated in a defined manner at the end of a run-up section or accelerated in a defined manner from a standing start. The sled and body are not damaged in the attempt and can be reused.
In the case of side impact attempts, the otherwise stationary obstacle (e.g. deformable barrier) can be attached to a rollable trolley and accelerated against the stationary vehicle.
With the help of lane guidance systems such. For example, the CCV system , crash tests can also be carried out outside of fixed test facilities at any location. Such systems are e.g. B. from DEKRA , and were used by DaimlerChrysler . The vehicles are driven by their own engine power. Possible test types are e.g. B. Block impact (e.g. Euro NCAP , US NCAP , FMVSS ), impact against an obstacle (e.g. tree), crash barriers, vehicle-vehicle crash.
Depending on the test setup, a wide variety of crash situations can be achieved (e.g. impact on a tree, collision with other vehicles from the front, from the side or from the rear and with different overlap). In addition to standardized crash configurations, real traffic accidents are also simulated. The data from an accident or from expert or witness statements serve as the basis for the configuration. Such tests are often commissioned for forensic expert reports to recreate an accident situation. A crash test almost always leads to the destruction of the vehicle being examined - often even with expensive prototypes . If possible, these tests are therefore replaced by computer simulations (see finite element method ). Sometimes complete vehicles are not used, but only relevant sub-areas.
So-called dummies are used to simulate vehicle occupants .
The first crash test in Germany was carried out by Mercedes-Benz on September 10, 1959 .
Systematic implementation of crash test series
Euro NCAP until 2008
A manufacturer-independent crash test program widely used in Europe is Euro NCAP . The abbreviation stands for "European New Car Assessment Program" and until the end of 2008 consisted of the following three parts:
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Occupant protection
- Frontal crash: the vehicle is accelerated to a speed of 64 km / h and then hits a deformable barrier, offset to the side.
- Side crash: A 50 km / h barrier that is mounted on a car collides with the side of the vehicle.
- Post crash: At 30 km / h, the vehicle collides with a steel pillar at the side of the driver.
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Child safety
- Various tests examine the safety of children who are fixed in an Isofix system or special cushion with a belt in accident situations.
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Pedestrian protection
- Several individual tests are carried out with special test bodies, so-called impactors. These test specimens should represent the head, hips and lower legs of a pedestrian.
Euro NCAP from 2009
The Euro NCAP has been expanded since 2009 ; since then it has comprised the four areas
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Occupant protection
- Frontal crash with 40% overlap: The vehicle is accelerated to a speed of 64 km / h and then hits a deformable frontal barrier at 40% of the vehicle width.
- Frontal crash with 100% overlap: the vehicle is accelerated to a speed of 50 km / h and hits a non-deformable barrier head-on with the full width of the vehicle (since 2015).
- Side crash: A 50 km / h barrier that is mounted on a car collides with the side of the vehicle.
- Pole crash: At 30 km / h (32 km / h since 2015) the vehicle collides with a steel pillar at the side of the driver at the height of the driver.
- Rear crash : Investigation of the safety of head restraints, restraint systems and airbags on all seats while protecting the cervical spine
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Child safety
- Various tests examine the safety of children who are fixed in an Isofix system or special cushion with a belt in accident situations.
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Protection of unprotected road users
- Several individual tests are carried out with special test bodies, so-called impactors. These test specimens should represent the head, hips and lower legs of a pedestrian. In addition, it is checked whether an emergency braking system that may be present also reacts to pedestrians (since 2016) and to cyclists (since 2018).
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Active security
- Assessment of the presence and effectiveness of the safety systems, seat belt reminders, ESP systems and speed limiters .
These tests only apply to passenger cars. Euro NCAP has also been testing four-wheeled light vehicles since 2014 , but both the number of tests and the requirements have been reduced.
Crash tests for rail vehicles
Systematic crash tests were carried out for rail vehicles as part of the “Safetrain” project, and video documentation is also available.
See also
- Controlled Impact Demonstration , a crash test with an airplane
- Crash test boat , safety tests with a sailing ship
- For history see dummies
Individual evidence
- ^ Hansjörg Schilke et al .: Programmable deceleration devices for automotive testing. In: 6th International Technical Conference on the Enhanced Safety of Vehicles (ESV), Windsor, Ontario, Canada, May 31- June 4, 1998. Retrieved May 17, 2019 .
- ↑ In the first crash test there was almost one death. In: The world . September 8, 2009, accessed October 16, 2019 .
- ↑ Euro NCAP : The ratings explained
- ↑ Euro NCAP : full-width frontal impact
- ↑ Euro NCAP : head impact
- ↑ Euro NCAP : impact in the upper leg area
- ↑ Euro NCAP : impact in the lower leg area
- ↑ Euro NCAP : Kpedestrian AEB (automatic emergency brake)
- ↑ Euro NCAP : AEB emergency braking system for cyclists
- ↑ Euro NCAP : The evaluations of four-wheel light vehicles explained
- ↑ Crash on rails - crumple zone for trains and trams. In: YouTube . August 22, 2010, accessed May 5, 2019 .
