AUDI A8,A2 AND MERCEDES-BENZ SL

Audi A8

The Audi A8 is a four-door, full-size, luxury sedan car manufactured and marketed by the German automaker Audi since 1994. Succeeding the Audi V8, the A8 has been offered with front wheel drive or permanent four-wheel drive, with multitronic or tiptronic automatic transmissions and in short and long wheelbase variants. Previous generations employed the Volkswagen Group D platform with the current generation using the D4 platform.

Audi A2

The Audi A2  is a Compact MPV styled five-door four- or five-seat hatchback designed supermini, produced by the German automaker Audi AG from November 1999 to 2005.Based on the Audi Al₂ concept car first shown at the Frankfurt Motor Show in 1997 the A2 was notable for being constructed from aluminium.

Audi A2 And  Audi A8

•        Another interesting design is the aluminum space frame technology of the Audi A8 and A2.
•       The design and production technique for the A2 is more advanced compared to the A8 of the first generation.
•       Figure bellow shows the specific design. Both vehicles could optimize the crash capability due to the space frame technology. 

The aluminum space frame of the Audi A2 

Mercedes-Benz SL

The Mercedes-Benz SL is a Grand tourer manufactured by Mercedes since 1954. The designation SL derives from the German Sport Leicht, or Sport Light — and was first applied to the 300SL Gullwing' named also after its gullwing or upward-opening doors.

• High occupant cell with multi-layer beams.
• —Composite body floor with optimized material thickness including diagonal, longitudinal, and transverse beams.
• —Increase in the use of high-strength steel form 19% (predecessor) to 33%.
• —Optimized wheel.
• —Installation of a multi-piece elliptical front wall with a cross member.
• —Additional beams in the upper front structure.
• —Bending-resistant B-pillar with lateral longitudinal beams.
• —Doors with reinforcement.
• —Integral seat with stiff cushion seat-back frame.
• —Reinforced A-pillar.
• —Automatic rollover bar.

Mercedes-Benz SL-Class

by AHMAD HAZWAN BIN ILYAS

     54268210288

Statistical Analysis Of Car Accidents

Quasi-Static test requirement

Seat and Seat-Belt Anchorage Point Tests

--> If the lower inner anchorage point is mounted at the seat, which usually is the case for the seat –belt latch, the seat and the seat-belt anchorage points are tested simultaneously.

--> By using rigid body blocks, the pulling force is applied equally to each anchorage point (The test is done in accordance with FMVSS 210 and ECE R14).


--> For each occupant seat, the resisting force should be greater than 14 000 N. The upper anchorage point with the variable height adjustment and the latch at the seat require special attention.

For example, the reinforcement plate at the B-pillar should not be stiff to prevent the outer B-pillar metal from being cut.

The belt latch at the seat also is important because the forces are transmitted via movable metal parts to the stiffer portion of the underbody or the vehicle middle tunnel.

The reason for this is that in a standard seat design, the seat cannot absorb the high forces from the seat-belt anchorage points. The seat itself must resist more than 20g over a period of more than 30ms. To transmit the force to the middle tunnel, a serrated seat rail is used.

Because of the loading during the accident, the vertical component of the seat-belt pulling force snapped the seat-belt anchorage point firmly into this special design element. Figure 19 shows the design of such a solution (serrated strip).

Seats in which the upper anchorage point is mounted at the seat back must have reinforcements installed in the seat back to absorb the forces and moments.

This often requires more weight and costs, and thus such a solution is installed only in special models such as convertibles.

by ahmad faris salihin bin alias


        54270209356

Body Crash Test

Side-impact tests

—Forms of accidents have a very significant

likelihood of fatality, as cars don't have a

significant crumple zone to absorb the

impact forces before an occupant is

injured.

—Roll-over tests

—To tests a car's ability (specifically the

pillars holding the roof) to support itself

in a dynamic impact. More recently

dynamic rollover tests have been proposed

as opposed to static crush testing.

—Roof Test

—For the evaluation of roof strength in

accordance with FMVSS 216, a steel plate

is used. This plate is inclined by 25­º in

relation to the horizontal vehicle

longitudinal plane and 5­º to the front. The

force put on is 1.5 times the vehicle curb

weight and the deformation measured

perpendicular the test plate should not

exceed 5in.


AHMAD ZAMIR SYAZWAN BIN MOHD NOR
54268209163

Crashworthiness

Crashworthiness is the ability of a structure to protect its occupants during an impact. Crashworthiness may be assessed either prospectively, using computer models (e.g., LS-DYNA, MSC-Dytran, MADYMO) or experiments or retrospectively by analyzing crash outcomes. Several criteria are used to assess crashworthiness prospectively, including the deformation patterns of the vehicle structure, the acceleration experienced by the vehicle during an impact, and the probability of injury predicted by human body models. Injury probability is defined using criteria, which are mechanical parameters (e.g., force, acceleration, or deformation) that correlate with injury risk. A common injury criterion is the Head impact criterion (HIC). Crashworthiness is assessed retrospectively by analyzing injury risk in real-world crashes, often using regression or other statistical techniques to control for the myriad of confounders that are present in crashes.


 Types of Impact

• Frontal-impact tests: which is what most people initially think of when asked about a crash test. These are usually impacts upon a solid concrete wall at a specified speed, but can also be vehicle-vehicle tests. SUVs have been singled out in these tests for a while, due to the high ride-height that they often have.

• Offset tests: in which only part of the front of the car impacts with a barrier (vehicle). These are important, as impact forces (approximately) remain the same as with a frontal impact test, but a smaller fraction of the car is required to absorb all of the force. These tests are often realized by cars turning into oncoming traffic. This type of testing is done by the Insurance Institute for Highway Safety (IIHS), EuroNCAP and Australasian New Car Assessment Program (ANCAP).

• Side-impact tests: these forms of accidents have a very significant likelihood of fatality, as cars don't have a significant crumple zone to absorb the impact forces before an occupant is injured.

• Roll-over tests: which tests a car's ability (specifically the pillars holding the roof) to support itself in a dynamic impact. More recently dynamic rollover tests have been proposed as opposed to static crush testing (video).

• Roadside hardware crash tests: are used to ensure crash barriers and crash cushions will protect vehicle occupants from roadside hazards, and also to ensure that guard rails, sign posts, light poles and similar appurtenances do not pose an undue hazard to vehicle occupants.

Front Impact Side Impact Rear Impact

Roof Impact

MUHAMMAD RUZAINI BIN SAMSU@SHAMSUDIN

REQUIREMENTS OF THE VEHICLE BODY

Vehicle Body INTRODUCTION

Body in White (BIW)

Body in white or BIW refers to the stage in automotive design or automobile manufacture in which a car body sheet metal components have been welded together but before moving parts  like doors, hoods, fenders, the motor, glass, seats, electronics and more have been added and before painting.
In car design, the Body in White phase refers to the phase in which the final contours of the car body are worked out, in preparation for ordering of the expensive production stamping die. Extensive computer simulations of crashworthiness, manufacturability, and automotive aerodynamics are required before a clay model from the design studio can be converted into a Body in White ready for production.

The first patent of vehicle body is design related to safety was published October 1952 by Bela Bareny. In his patent, he described how the structural strength should be greatest in the vehicle compartment and that the front and rear of the vehicle should be less resistant to crushing and be capable of absorbing energy during a crash.
Design of the vehicle body has two main patterns:
1^st pattern include three box configurations that is compartment for engine, passenger seat and cargo. It is also known as sedan/saloon car.
2^nd pattern include only two box configuration compartment that is engine bay and passenger seat. The 2^nd pattern also known as compact car. 

The same car model can be offered with different mechanical internals such as a choice of several engine sizes, automatic or manual transmissions, different suspension, braking or steering systems and etc, all of these options considered fairly interchangeable on that specific body frame. It is common for any specific car model to carry additional badges or letterings to announce the mechanical options incorporated on it. 
A safety package is a set of functional features of a vehicle that are intended to reduce a crash or enhance survivability or injury reduction. Many items once included at extra cost are now standard items, being mandated by legislation or rule. Some elements that may be included in a modern safety package:

•       Acoustic back-up alarm

•       Heads up instrumentation

•       Heads up infra-red or low light video night vision augmentation

•       Seat belt tensioners (pyrotechnic)

•       Side curtain air bags

•       Swiveling headlights that respond to the steering wheel input.

•       Gas discharge projector headlamps

•       Video imaging to the rear for assisting in vehicle back-up

•       Active headrests, which electrically extend toward the person sitting in the seat when the vehicle deems this useful, therefore more effectively cushioning the head during sharp braking maneouver or during a crash most likely in combination with airbag deployment.

Published by:
Muhammad Zulhafiz Bin Murad
54270209041