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Crumple zones, crush zones, [1] or crash zones are a structural safety feature used in vehicles, mainly in automobiles, to increase the time over which a change in velocity (and consequently momentum) occurs from the impact during a collision by a controlled deformation; in recent years, it is also incorporated into trains and railcars.
The crumple zone concept was originally invented and patented by Barényi in 1937, before he worked for Mercedes-Benz; and subsequently in a more developed form in 1952. [19] The 1953 Mercedes-Benz "Ponton" was a partial implementation of his ideas, [ 20 ] by having a strong deep platform to form a partial safety cell, patented in 1941.
The 1953 W120 "Ponton" partially implemented the concepts of crumple zones and the non-deformable passenger cell into its "three-box design" [6] by having a strong deep platform to form a partial safety cell (patented in 1941). [3] The Mercedes-Benz crumple zones patent (number 854157) granted in 1952, describes the decisive feature of passive ...
A crash test of the Honda Ridgeline by the NHTSA Frontal small-overlap crash test of a 2012 Honda Odyssey 2018 Dodge Grand Caravan being struck by a mobile deformable barrier at 62 km/h 2016 Honda Fit striking a wall head-on at 56 km/h Driver-side oblique crash test of a 2017 Honda Ridgeline Jeep Liberty undergoing routine impact testing at Chrysler's Proving Grounds NHTSA research crash test ...
1 The first car with Crumple zones was not the Ponton
[13] [18] [19] Larger crumple zones, designed to absorb impact energy, and impact absorbing foam were built into the car on both sides. [18] [19] Replacing the front valance was an adjustable splitter, a piece of fiber-reinforced plastic (FRP, "fiberglass") used on the bottom front of the car to produce downforce. [19]
The term Malaise era refers to a period in the U.S. automotive industry from roughly the early 1970s through the early to mid 1980s, characterized by malaise: poor products and a generalized industry unease [1] — an era of profound adjustment as the U.S. automotive industry adapted to meet wholly new demands for more fuel-efficient, safe and environmentally responsible products.
These were closely similar to the 8 km/h (5 mph) U.S. regulation, and the Canadian requirements were not lowered to 4 km/h (2.5 mph) in 1982 as was done in the United States. [ 60 ] Some automakers provided stronger Canadian-specification bumpers throughout the North American market, while others chose weaker bumpers in the U.S. market.