Talk:Crumple zone

message: Why no mention of the need for crumple zones as a way to absorb impacts because autobodies are lighter now due to emission and fuel consumption requirements?  I'm sure a vehicle built like a brick outhouse and knowledge of deformation control (ok I know, crumple zones :) ) would be far safer than the lightweight disposable vehicles running around today. —Preceding unsigned comment added by 65.175.181.148 (talk • contribs) 
: So you are saying a car built like a brick would be safer? // Liftarn
: It depends on the era you're comparing to, but in many parts of the world cars today are heavier than they've ever been.  Crumple zones were introduced long before the 21st century oil price runup or the Kyoto treaty.  The use of "Deformation Control" is explicitly sufficient to call structural parts of the car body a crumple zone.  In other news, a 10 ton metal cylinder impacting the ground at 10mph is more than enough to kill someone seated inside.  If you make it stiff (non-deformable), it will bounce back at 20mph, and the person will find themselves impacting the front of the cylinder with their skull.  Secondarily, counting on your vehicle not slowing down much because it plows through the other guy's light vehicle, killing all occupants, is a fool's game: it converts a huge fleet of automobiles into a tiny fleet of tanks, and doesn't help you against immobile objects.  The point of all this is to increase the amount of time the collision takes in order to decrease the amount of acceleration your body is subjected to. Lesqual (talk) 22:24, 15 September 2008 (UTC)
replies: text: lighter now? Modern cars are heavier than similar models of just 20 years ago. VW golfs have gained hundreds of lbs. from 1,750 lb (790 kg) − 2,145 lb (973 kg) for the mk 1, but  2,917 lb (1,323 kg) to 3,565 lb (1,617 kg) for the Mk 5 (this is about the same weight as a large 70s car such as a Mk1 ford Granada, and approaching that of a 70's Jaguar XJ). A current BMW MINI has 300lb over a volvo 340 of 20 years earlier. The increased mass comes in part from the extra material needed to overcome in inherent weakness that crumple zones bring to a crash structure. (for the same mass, crumple zones give less protection, so more mass is needed to offset and make as safe or safer). Oh, and I was in an accident with two different volvo 340s (no CZs) one with a vauxhall Nova saloon, with CZ. nova had significant damage throughout (twisted chassis) despite being a rear impact. Volvo lost radiator, wing and bonnet. Second incident was a 2000 golf impacting the rear of the 340. Golf a write off, no significant damage to the volvo. Both 30-40mph impacts. 68.223.72.76 (talk) 03:39, 23 August 2009 (UTC)
replies: text:  You fail to take into account that the VW Golf Mk5 is significantly larger than the Mk1. // Liftarn (talk) 21:08, 29 March 2010 (UTC)
thread_title:  The need for crumple zones 

message: Randroide 19:13, 21 November 2006 (UTC)
thread_title:  Incorrect picture 

message: The Smart has a small crumple zone  . There´s a common misconception about this car having no crumple zones. I deleted the erroneous line created by me. Randroide 12:11, 19 December 2006 (UTC)
thread_title:  [[Smart (automobile)]] 

message: In the event of a crash in the vehicle is stored kinetic energy is converted into deformation energy. While the work done (energy change) is the integral of force over the distance traveled: 
W  = \int \mathbf F\,\mathrm{d}\mathbf x\,.
If we now replace the force F by the product of mass (m) and acceleration (a) concerns 
W  = \int \mathbf m*a\,\mathrm{d}\mathbf x\,. 
or 
W=\mathbf m*a \cdot \mathbf s\,.
The work to be done (W) and mass (m) depend on the vehicle and its impact velocity and therefore constant. If the distance s increases in energy conversion, must inevitably be a small acceleration in order to maintain equality. 
Im Crashfall wird die im Fahrzeug gespeicherte kinetische Energie in Verformungsenergie umgewandelt. Die dabei verrichtete Arbeit (Energieänderung)ist das Integral der Kraft über dem zurückgelegten Weg:
W  = \int \mathbf F\,\mathrm{d}\mathbf x\,.
Ersetzt man nun die Kraft F durch das Produkt von Masse(m) und Beschleunigung(a), ergibt sich
W  = \int \mathbf m*a\,\mathrm{d}\mathbf x\,. 
bzw.
W=\mathbf m*a \cdot \mathbf s\,.
Die zu verrichtende Arbeit(W) sowie die Masse(m) sind abhängig vom Fahrzeug und dessen Aufprallgeschwindigkeit und somit konstant. Wird die Strecke s des Energieumwandlung vergrößert, muss zwangsläufig die Beschleunigung a kleiner werden, um die Gleichheit zu wahren.
Deformation zones (crumple zones)
The deformation zones of an automobile can be seen in the areas of vehicle's front, side and rear divide.
 
Front: In frontal collisions usually occur at the highest speeds relative to the obstacle, so the design of the front end the most important. In most cars in this area is the engine that is in spite of the high forces occurring virtually non deformable and thus absorbs no energy. Most of the energy absorbing side members, which are usually constructed as hollow sections of steel sheet. Including through cross member is in an uneven force (offset-crash vehicle meets only a portion of the front end of an obstacle), a uniform distribution of forces on structures reached the opposite side shock. 
Page: In a collision from the side is only a very small deformation are available, while the structure is mainly subjected to bending, both of which are unfavorable for the energy absorption. The side impact collision is thus the most critical form. In the door parts are like speakers, power window and door closing mechanisms. To prevent penetration of these parts in the passenger compartment a corresponding interior door trim is used. Side air bags act as internal deformation zone between the passenger and side wall. 
Rear: The rear impact is fairly easy because the relative speeds of the obstacle are usually rather small and large deformation free of distracting elements such as an engine block is present. Only the fuel tank is usually at the rear. In order to achieve the legally required tightness of the fuel system, the tank will be placed as far forward and down, often under the rear seat. 
In modern automobiles is the body specifically designed for crashworthiness. The Fontent can be roughly divided into three zones: 
The first area is designed to prevent collisions at low speeds, such as parking accidents, permanent damage to the vehicle. This is supported by elastic elements, including how to reach the front apron. On some vehicles to the bumper with foam or similar resilient material is filled. 
The second area is to provide for less severe collisions (up to 20 km / h) ensure that the structure of the vehicle is not damaged and a repair can be done as inexpensively as possible. This among other so-called crash tubes are used. These consist of a hollow steel section, which convert the incident energy by rolling up the profile. In the left image is the undeformed to see the right rolled Crashtube. 
The third area is the so-called survival space, which is maximal stiff designed to secure for the survival of the occupants. 
thumb|schematische Skizze Crashtube
File: Crash Tube.JPG  — Preceding unsigned comment added by 87.113.35.18 (talk) 20:24, 19 June 2011 (UTC)
thread_title:  German CZ wikipage google translation - Info for inclusion? 

message: "force equivalent to many times their normal weight due to gravity"
I find this sentence confusing as can be, had to read it multiple time to get it, but I can't come up with a better way to phrase it. Can anyone else?
2601:282:A80:6530:28D6:683B:5FD5:B1F0 (talk) 02:17, 30 May 2016 (UTC)
thread_title: Poor phrasing, could use a rewrite

message: Hello fellow Wikipedians,
I have just modified  on Crumple zone. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
*Added archive https://web.archive.org/web/20080309072906/http://eetd.lbl.gov/ea/teepa/pdf/TRB_Safety_1-03.pdf to http://eetd.lbl.gov/ea/teepa/pdf/TRB_Safety_1-03.pdf
When you have finished reviewing my changes, please set the checked parameter below to true or failed to let others know (documentation at ).
Cheers.—InternetArchiveBot (Report bug) 22:08, 8 November 2016 (UTC)
thread_title:  External links modified