Examine individual changes

'[[Image:Vehicle crash test at the General Motors Vehicle Safety and crash Worthiness Laboratory.jpg|thumb|right|A [[crash test]] illustrates how a crumple zone absorbs energy from an impact.]] [[Image:Verkehrsunfall1.jpg|thumb|right|The crumple zone on the front of these cars absorbed the impact of a head-on collision.]] [[File:Cross section of Saab 9000.jpg|thumb|right|Cross section to show the different strength of the metal in a [[Saab 9000]]. The safety cell is in stronger metal (red) compared to the crumple zones (yellow).]] The '''crumple zone''' is a structural feature mainly of [[automobile]]s. Crumple zones have also been incorporated into railcars in recent years.<ref>http://machinedesign.com/article/will-the-crash-zone-crumple-fea-tells-1106</ref><ref>http://auto.howstuffworks.com/car-driving-safety/safety-regulatory-devices/crumple-zone2.htm</ref><ref>http://www.plastics-car.com/crumplezone</ref><ref>{{cite web|author=November 6, 2003 Paul Dvorak |url=http://machinedesign.com/article/will-the-crash-zone-crumple-fea-tells-1106 |title=Will the crash zone crumple? FEA tells |publisher=Machine Design |date=2003-11-06 |accessdate=2011-09-23}}</ref><ref>http://www.inds.co.uk/education/wdss/Crumple_zones.pdf</ref><ref>{{cite web|author=November 6, 2003 Paul Dvorak |url=http://machinedesign.com/article/will-the-crash-zone-crumple-fea-tells-1106 |title=Will the crash zone crumple? FEA tells |publisher=Machine Design |date=2003-11-06 |accessdate=2011-11-18}}</ref> They are designed to absorb the [[energy]] from the impact during an [[traffic collision|accident]] by controlled [[Deformation (engineering)|deformation]]. This energy is much higher than is commonly recognized. The severity of a collision with a pole or tree at 60&nbsp;km/h is similar to driving over a 10 meter sheer drop and crashing onto a hard surface.<ref>[http://www.atse.org.au/uploads/McLean%20J.pdf ]{{dead link|date=September 2011}}</ref> Typically, crumple zones are located in the front part of the vehicle, in order to absorb the impact of a [[head-on collision]], though they may be found on other parts of the vehicle as well. According to a British Motor Insurance Repair Research Centre study of where on the vehicle impact damage occurs: 65% were front impacts, 25% rear impacts, 5% left side, and 5% right side.<ref>{{cite book | author=A. Robinson, W.A. Livesey |title=The Repair of Vehicle Bodies P.406 | version = 5th Edition |year= 2006 | publisher = Butterworth-Heinemann | isbn=978-0-75-066753-1}}</ref> Some racing cars use aluminium or composite/carbon fiber honeycomb to form an [[impact attenuator]] that dissipate crash energy using a much smaller volume and lower weight than road car crumple zones.<ref>{{cite web|last=Grabianowski |first=Ed |url=http://auto.howstuffworks.com/car-driving-safety/safety-regulatory-devices/crumple-zone.htm |title=HowStuffWorks "How Crumple Zones Work" |publisher=Auto.howstuffworks.com |date=2008-08-11 |accessdate=2011-09-23}}</ref> Impact attenuators have also been introduced on highway maintenance vehicles in some countries. An early example of the crumple zone concept was used by the [[Mercedes-Benz]] engineer [[Béla Barényi]] on the 1959 [[Mercedes-Benz W111|Mercedes-Benz ''"Fintail"'']].<ref>{{cite web|url=http://motoring.independent.co.uk/features/article340543.ece |title=motoring.independent.co.uk |publisher=motoring.independent.co.uk |date=2006-01-24 |accessdate=2011-11-18}}</ref> This innovation was first patented by Mercedes-Benz in the early 1950s. The patent 854157, granted in 1952, describes the decisive feature of passive safety. Barényi questioned the opinion prevailing till then, that a safe car had to be rigid. He divided the car body into three sections: the rigid non-deforming passenger compartment and the crumple zones in the front and the rear. They are designed to absorb the energy of an impact (kinetic energy) by deformation during collision.<ref>{{cite web|url=http://www.howstuffworks.com/framed.htm?parent=crumple-zone.htm&url=http://www.dpma.de/ponline/erfindergalerie/e_bio_barenyi.html |title=Howstuffworks |publisher=Howstuffworks |date= |accessdate=2011-09-23}}</ref> On September 10, 2009, ABC News 'Good Morning America' and 'World News' showed a U.S. Insurance Institute of Highway Safety crash test of a 2009 Chevrolet Malibu in an offset head-on collision with a 1959 Chevrolet Bel Air sedan. It dramatically demonstrated the effectiveness of modern car safety design, over 1950s design, particularly of rigid passenger safety cells and crumple zones.<ref>{{cite web|last=Stark |first=Lisa |url=http://abcnews.go.com/Travel/technology-reduces-severity-car-crashes-fatalities-injuries/story?id=8523234&page=1 |title=Highway Safety Exclusive: Car Crashes, Travel Deaths Prevented by Technology - ABC News |publisher=Abcnews.go.com |date=2009-09-10 |accessdate=2011-09-23}}</ref> <ref>{{cite web|last=Neff |first=John |url=http://www.autoblog.com/2009/09/26/pics-aplenty-iihs-reveals-before-and-after-of-malibu-bel-air-cr |title=Pics Aplenty: IIHS reveals before and after of Malibu/Bel Air crash |publisher=Autoblog.com |date= |accessdate=2011-09-23}}</ref> == Function == [[Image:Caraccidentinpleasanton(CROPPED).jpg|thumb|left|Activated rear crumple zone.]] [[Image:Impact Attenuator In Auckland.jpg|thumb|right|Road Maintenance Truck Impact Attenuator, [[Auckland]] [[New Zealand]].]] [[Image:Muzeum of trans Gla crash test.jpg|thumb|left|[[Mazda 121]] (re-badged [[Ford Fiesta]]) crash test car from the British Transport Research Laboratory.]] [[Image:Crashed car in Siilinjärvi.jpg|thumb|right|VW Vento / Jetta activated front crumple zone.<ref name="transportation2003">{{cite journal | author = Wenzel, T.; Ross, M. | title = Are SUVs Safer than Cars? An Analysis of Risk by Vehicle Type and Model | version = | publisher = [[Transportation Research Board]] |year= 2003 |url = http://eetd.lbl.gov/ea/teepa/pdf/TRB_Safety_1-03.pdf |format = PDF |accessdate = 2008-03-09}}</ref>]] [[Image:Toyota Camry after frontal impact with tree.jpg|thumb|left|A [[Toyota Camry]] after a front impact with a tree. Airbags were deployed.]] [[Image:Escort wreck 006.jpg|thumb|right|A US Market Ford Escort that has been involved in a head-on collision with a Sport Utility Vehicle - showing the raised point of impact.]] Crumple zones work by managing crash energy, absorbing it within the outer parts of the vehicle, rather than being directly transmitted to the occupants, while also preventing intrusion into or deformation of the passenger cabin. This better protects car occupants against injury. This is achieved by controlled weakening of sacrificial outer parts of the car, while strengthening and increasing the rigidity of the inner part of the body of the car, making the passenger cabin into a 'safety cell', by using more reinforcing beams and higher strength steels. Impact energy that does reach the 'safety cell' is spread over as wide an area as possible to reduce its deformation. Volvo introduced the side crumple zone with the introduction of the SIPS (Side Impact Protection System) in the early 1990s. When a vehicle and all its contents, including passengers and luggage are travelling at speed, they have [[inertia]] / [[momentum]], which means that they will continue forward with that direction and speed (Newton's first law of motion).<ref name="autoevolution1">{{cite web|url=http://www.autoevolution.com/news/how-crumple-zones-work-7112.html |title=How Crumple Zones Work |publisher=autoevolution |date= |accessdate=2011-09-23}}</ref> In the event of a sudden deceleration of a rigid framed vehicle due to impact, unrestrained vehicle contents will continue forwards at their previous speed due to inertia, and impact the vehicle interior, with a force equivalent to many times their normal weight due to gravity. The purpose of crumple zones is to slow down the collision and to absorb energy to reduce the difference in speeds between the vehicle and its occupants.<ref>http://autoracing1.com/MarkC/2001/0226CrumpleZones.htm</ref> [[Seatbelt]]s restrain the passengers so they don't fly through the windshield, and are in the correct position for the airbag and also spread the loading of impact on the body. Seat belts also absorb passenger inertial energy by being designed to stretch during an impact, again to reduce the speed differential between the passenger's body and their vehicle interior. In short: a passenger whose body is decelerated more slowly due to the crumple zone (and other devices) over a longer time survives much more often than a passenger whose body indirectly impacts a hard, undamaged metal car body which has come to a halt nearly instantaneously. It is like the difference between slamming someone into a wall headfirst (fracturing their skull) and shoulder-first (bruising their flesh slightly) is that the arm, being softer, has tens of times longer to slow its speed, yielding a little at a time, than the hard skull, which isn't in contact with the wall until it has to deal with extremely high pressures. The final impact after a passenger's body hits the car interior, airbag or seat belts is that of the internal organs hitting the ribcage or skull due to their inertia. The force of this impact is the way by which many car crashes cause disabling or life-threatening injury. Other ways are skeletal damage and blood loss, because of torn blood vessels, or damage caused by sharp fractured bone to organs and/or blood vessels. The sequence of energy-dissipating and speed-reducing technologies—crumple zone - seat belt - airbags - padded interior—are designed to work together as a system to reduce the force of the impact on the outside of the passenger(s)'s body and the final impact of organs inside the body. In a collision, slowing down the deceleration of the human body by even a few tenths of a second drastically reduces the force involved. Force is a simple equation: Force = mass * acceleration. Cutting the deceleration in half also cuts the force in half. Therefore, changing the deceleration time from .2 seconds to .8 seconds will result in a 75 percent reduction in total force.<ref>http://auto.howstuffworks.com/car-driving-safety/safety-regulatory-devices/crumple-zone1.htm</ref> A misconception about crumple zones sometimes voiced{{fact|date=February 2012}} is that they reduce safety for the ''occupants'' of the vehicle by allowing the body to collapse, therefore risking crushing the occupants. In fact, crumple zones are typically located in front of and behind the main body of the car (which forms a rigid 'safety cell'), compacting within the space of the engine compartment or boot/trunk. The marked improvement over the past two decades in high speed crash test results and real-life accidents also belies any such fears. Modern vehicles using what are commonly termed 'crumple zones' provide far superior protection for their occupants in severe tests against other vehicles with crumple zones and solid static objects than older models or SUVs that use a separate chassis frame and have no crumple zones. They do tend to come off worse when involved in accidents with SUVs without crumple zones because most of the energy of the impact is absorbed by the vehicle with the crumple zone - however, even for the occupants of the 'worse off' car, this will still often be an improvement - as the result of two vehicles without crumple zones colliding will usually be more hazardous to both vehicle's occupants than a collision that is at least partly buffered.{{fact|date=February 2012}} Another problem is 'impact incompatibility' where the 'hard points' of the ends of chassis rails of SUVs are higher than the 'hard points' of cars, causing the SUV to 'override' the engine compartment of the car.<ref name="transportation2003"/> In order to tackle this problem, recent Volvo SUV/off-roaders incorporate structures below the front bumper designed to engage lower-height car crumple zones. == Computer Modelled Crash Simulation == [[Image:POLO1a.JPG|thumb|left|VW POLO first successful frontal full car crash simulation (ESI 1986).]] [[Image:FAE visualization.jpg|thumb|right|Visualisation of how a car deforms in an asymmetrical crash using finite element analysis.]] [[Image:EuroNCAP FRONTAL IMPACT (left-hand drive veicles).png|thumb|right|EuroNCAP FRONTAL IMPACT (left-hand drive vehicles).]] [[Image:Lotus Evora front crash test.jpg|thumb|right|Lotus Evora front crash test showing Aluminium chassis crush structure, the height of the rigid front chassis side beams and rigid front cross beam.]] In the early 1980s, using technology developed for the [[aerospace]] and [[nuclear industry|nuclear industries]], German car makers started complex computer [[crash simulation]] studies, using [[finite element methods]] simulating the crash behaviour of individual car body components, component assemblies, and quarter and half cars at the [[body in white| body in white(BIW)]] stage. These experiments culminated in a joint project by the Forschungsgemeinschaft Automobil-Technik (FAT), a conglomeration of all seven German car makers (Audi, BMW, Ford, Mercedes-Benz, Opel (GM), Porsche, and Volkswagen), which tested the applicability of two emerging commercial crash simulation codes. These simulation codes recreated a frontal impact of a full passenger car structure (Haug 1986) and they ran to completion on a computer overnight. Now that turn-around time between two consecutive job-submissions (computer runs) did not exceed one day, engineers were able to make efficient and progressive improvements of the crash behaviour of the analyzed car body structure. The drive for improved crash worthiness in Europe has accelerated from the 1990s onwards, with the 1997 advent of [[Euro NCAP]], with the involvement of Formula 1 expertise. The 2004 [[Pininfarina]] ''Nido'' [[Experimental Safety Vehicle]] locates crumple zones ''inside'' the Survival Cell. Those interior crumple zones decelerate a sled-mounted survival cell.<ref name="autoevolution1"/> == See also == * [[Automobile safety]] * [[Crash test]] * [[Crash simulation]] * [[Finite element method]] * [[Guard rail#Automotive safety]] * [[Crash barrier]] * [[Impact attenuator]] yes i would im a pokemon master == External links == *[http://www.autoblog.com/2009/09/26/pics-aplenty-iihs-reveals-before-and-after-of-malibu-bel-air-cr Before and after crash between 1959 Bel Air and 2009 Malibu] *[http://web.archive.org/web/20070318184250/http://members.aol.com/cerick5563/physics/crumple.html Crumple Zones in Automobiles] *[http://web.archive.org/web/20061231122231/http://www.visionengineer.com/mech/crumple_zones.shtml Crumple Zones(How Do Crumple Zones Work)] *[http://auto.howstuffworks.com/car-driving-safety/safety-regulatory-devices/human-crash-test-dummy.htm Have crash tests ever used live (or dead) human occupants? - Howstuffworks.com] *[http://auto.howstuffworks.com/car-driving-safety/accidents-hazardous-conditions/crash-test.htm How Crash Testing Works - Howstuffworks.com] *[http://auto.howstuffworks.com/car-driving-safety/safety-regulatory-devices/why-crash-test.htm Why is it still necessary to crash test vehicles? - Howstuffworks.com] *[http://news.bbc.co.uk/1/hi/special_report/1998/car_crash/48062.stm BBC News - How the dead have helped the living] [[Category:Automotive safety technologies]] *[http://auto.howstuffworks.com/auto-parts/towing/towing-capacity/information/fpte.htm How Force, Power, Torque and Energy Work - Howstuffworks.com] [[cs:Deformační zóna]] [[de:Knautschzone]] [[id:Zona benturan]] [[nl:Kreukelzone]] [[pl:Strefa zgniotu]] [[simple:Crumple zone]] [[sk:Deformačná zóna]] [[sv:Deformationszon]]'