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string(94) ‘ concept and the choice of material for the realisation happen to be almost self-employed of each other\. ‘
The Working Group on Accident Mechanics has created a low mass vehicle (LMV) with a suppress weight of 650 kilogram, called “Cratch”. This fresh vehicle demonstrates that a higher level of passive safety intended for the residents of low mass cars is feasible in anterior collisions (Frei 97). The development of a car couch suited for use in LMVs is a part of this project.
The seat is an important component of the restraint system: Regarding a frontal crash, the original position of the occupant is usually defined by the contour and position with the seat, and, during the crash, a part of the occupant’s kinetic energy is absorbed through deformation of the seat basic. In rear-end impacts the seat represents the entire restraint program.
During a crash against a standard car, the reduced mass car, due to the primary laws of motion, is usually exposed to higher accelerations and a larger difference in velocity than its version (Niederer 93). The seat provided here was specially adapted to these severe conditions. Even so, almost every characteristic of the principle could easily be tailored for use in standard cars. The main objective of the expansion was on the improvement from the rear-end effect safety, which will represents a strong problem, likewise for typical cars.
Compared to the considerable advancements of crash safety in frontal and side effects accomplished over the last years, improvement concerning the rear-end impact safety has somewhat stagnated. This can be related to the simple fact that posterior crashes are often considered to be less hazardous, since there exists a very high enduring probability for the residents. In spite of this, it is very worthwhile to invest in posterior impact security since injuries caused by this kind of collision type do not just cause substantial amounts of compensation costs yet also can include very annoying consequences towards the occupants engaged.
Energy consumption
In addition to the efficient mock-up, two crash-testable types of the seat had been built. These people were used in the Cratch experimental low mass vehicle within a full level frontal crash test which has a delta-v greater than 70 km/h, and in a number of sled primarily based rear influence tests.
Physique 4: The crash evaluation model of the seat: raw structure and accomplished seats integrated into Cratch low mass automobile. Seating placement is more vertical as in typical cars.
The requirement for a geometrical adaptability to get the range ranging from the 5th to 95th percentile occupant only is not really sufficient, the absorption capabilities of the seats must also become suitable for the complete group. Because of this the seat must deform gently enough not to exceed tolerance limits for light people but should also provide enough deformation space for weighty occupants. Considering that the amount of prototypes was limited, at the. g. more than one test every seat example of beauty had to be performed, the seating had to be reusable, leading to a rather robust and heavy structure. Seats pertaining to , real world’ employ do not have to satisfy the reusability requirement, permitting a significantly less heavy construction.
The seat have been designed to endure an sled impact velocity of 33. 3 km/h. This corresponds to a situation in which a standing low mass automobile is hit on the tail by a conventional car of twice the weight exploring at 60 km/h. Depending on a force-deformation curve of the existing car and a great assumed feature for the Cratch (which has not been rear-end impact tested) an acceleration-time curve to get the Cratch has been worked out and basic for use in simulations and sled testing. The utmost acceleration level is 30 g. Since it is known that cervical spinal column injuries can already arise at lower loads, influence speeds of 22. 2 and 11. 1 km/h have also been taken into account for that layout of the couch. The corresponding speeding levels for the speeds are merely 20 and 12 g, because in these instances impact energy is significantly smaller and the deformation areas and specific zones of the automobiles are not deformed to a degree that bigger forces (leading to higher accelerations) are built up.
In order to find appropriate stiffness qualities for different energy fascinating, gripping, riveting units of the seat, a straightforward computer simulation model was used in which the occupant is modelled by 4 independent masses. Realistic results with this sort of a model can easily be expected in the event that where there will be no, or almost no translational displacements between the parts of the body. For our purposes, this may not be a real disadvantage, since the goal is to find a setting wich leads to a minimum of comparable translational deformations (at least in the chest muscles regions). In a first step, the model was verified through comparison having a well-tried stiff body simulation program. However, there is no type of the cervical spine obtainable yet that is able to exactly mimic the actions of a human being neck.
Figure 6: Made easier rear-end influence model of occupant and couch, used for computer system simulation. The deformation features of the paddings have been examined by active impact pendulum tests.
Energy absorption is conducted both simply by foam paddings and by revolving yielding with the seat backside. Yielding is controlled with a deformation component, which includes a three point bending light beam made of aluminium. The yielding moment is usually 3000 Nm. During reloading, the component builds up deformation force inside the elastic selection only steadily. This is undesired as it triggers a more quickly backward movements of the head restraint inside the first phase of the crash. Bolts have got therefore recently been integrated inside the construction to secure a deformation attribute that faster reaches it is energy gripping, riveting level. The bolts shear off during the onset of the yielding method and cause higher pushes at the beginning of the deformation process.
The changeable deformation factors are the simply structural parts of the seat that are supposed to absorb energy. Energy absorbing properties of different load bearing components are irrelevant. Therefore the seat idea and the choice of material for the realisation are almost independent of every other.
The center of rotation of the yielding back relax is positioned fairly high over a seating level. Yielding from the back rest is therefore delayed and an earlier get in touch with between head and mind restraint is obtained. Since the pelvis is already in contact directly to the backside rest at the start of the crash, no significant relative velocities between the pelvis and the backside rest occur during effects and therefore tiny deformation space is needed in this area.
The speeding levels of the different body parts are mainly influenced by the stiffness qualities of the foam paddings. The paddings need to be chosen such that relative movements between brain, neck and thorax happen to be minimised. A combination was identified that works sufficiently under the circumstances mentioned above.
Even with an quickly adjusted head restraint, pertaining to comfort factors there will continue to be some first distance between your head and the head restraining, causing a delay from the acceleration of the head in comparison to the thorax. A layer of any very very soft foam used in the thorax region reduces the speed of the chest in this initial phase in the impact (Muser 94) and therefore helps to synchronise movements in the head plus the thorax (as tests by simply Svensson (96) have shown).
Assembly of one’s absorbing foams in the seat back. A hard polyurethane foam type (Woodbridge Enerflex) and two better foams (Dow) have been used. Empty areas in front of protruding structural parts prevent abnormal compression of foams and increase of forces during these regions.
Renault is wishing supermini purchasers will be , Vel Satisfied’ with the appear of the fresh Clio, which can be revealed simply by Auto Share with our planet exclusive spyshot picture. The distinctive supermini borrows it is bold front-end styling through the controversial Vel Satis, which is charged with storming right to the top of its competitive market sector when it continues sale in the united kingdom in Sept priced coming from �7, 500.
Destined to go head-to-head while using forthcoming Ford Fiesta and the still-secret Peugeot 107, the significant Clio is going to boast an innovative new variety of engines and gearboxes. These include direct-injection gas and diesel powered powerplants, and new CVT transmission plus a revised five-speed manual. Both the three and five-door models will be available from launch, plus the duo will probably be instantly identifiable from the existing cars due to bold new headlamps and an extreme grille. Side mirrors, sills and aspect rubbing strips are also revised, as are the edges in the bumpers, which in turn now blend into the slippery lines more effortlessly.
With the rear, modified lights talk about centre stage with a huge Renault logo. And in keeping with company coverage, the manufacturer’s name will not appear on the bootlid. Key interior adjustments will place greater emphasis on safety. Is actually thought that the Clio will now include drape airbags, pursuing the lead collection by Vauxhall’s Corsa, but it will surely aim to accumulate the full five stars in the revised Pound NCAP crash-test series.
Products levels, as well, are expected to be more nice than at present, and will probably consist of satellite course-plotting for the first time. Keyless start, while fitted to the Laguna (see photo) and Vel Satis, will not feature, however.
The engine line-up will be mainly familiar to buyers of the current Clio, as the powerplants happen to be among the latest in the business. The corporation used to have a reputation for poor-quality, outdated motors, therefore has worked hard to transform the entire range into the the majority of sophisticated in the commercial.
First inside the line-up will be a new 1 ) 2-litre 16-valver offering 75bhp and class-leading fuel economy, accompanied by the 98bhp 16v 1 ) 4-litre. The top-of-the-range high-class Clio will probably be powered by 1 . 6-litre unit which features 110bhp, while the 172 tuned by Renaultsport can continue to use the fire-breathing installment payments on your 0-litre engine , guaranteeing it will keep its place at the top of the hot hatch shrub. Renault will likely keep forcing its diesels, which are significantly popular in mainland Europe. Two options will be available, the two based on you’re able to send state-of-the-art new 1 . 5-litre dCi oil-burner, with possibly 65bhp or perhaps 85bhp.
Gearbox choices will be limited to a five-speed manual and a conventional auto at first, although the company is trying out Nissan’s acclaimed CVT automated from the current Micra. Renault’s own , Easy’ clutchless manual was dropped due to slow sales and is less likely to be revisited.
Of course , the new look isn’t only reserved for the mainstream models. Renault’s stylists have also interpreted that for the fire-cracker hot hatch, the Renaultsport 172. And the spy photographers were able to provide you with an more complex tour with the model which in turn must maintain the honour of the craziest hot hatch on the market today. Inside has been treated to a mild spruce-up. You may clearly find new metallic-effect sports trim on the facia, and Renault insiders admit there will be revised specification levels for the united kingdom. However , the primary architecture remains unchanged.
Aesthetically, the new encounter has a meaner stare, with an extreme front airdam that’s open up rather than fluted. The further rear valance comes with an air-vent groove beneath the bumper line. New five-spoke alloys, a chunky Renault logo within the tailgate, colour-coded side-rubbing whitening strips and a new slash of silver reduce complete the style.
As you can see, the styling changes lift the Clio’s account slightly developed, giving it a more mature and sensible image , but don’t be fooled, The tuned 2 . 0-litre four-cylinder 16-valve engine remains one of the entertaining warm hatch engines of its kind, as well as the power outcome will stay by 172bhp, ensuring the same functionality.
However , in the event that enthusiasts were hoping the wildest warm hatch at any time , the Renaultsport Clio V6 , would get similar changes, they’ll be disappointed. Since it’s this kind of a dedicated, low-volume equipment, it is remaining unchanged through its lifetime. Not that we are worrying! Something since anti-establishment since the Clio V6 basically about to look dated simply because the car it absolutely was loosely depending on has had a subsequent facelift. Of course , the normal model’s fresh look is designed to maintain your Clio riding high in the sales chart until a great all-new heir arrives in 2003. This will share their platform and engines together with the next Micra, although they could have different decorations and design to reflect their varied characters.
Generally, these newest revisions towards the range seem set to maintain interest levels bubbling away to get the currently successful Clio family. And what’s more, the timing couldn’t be better, since there is a whole host of recent metal stalking on the horizon
With the likes of the elegant MINI below this summer, a Fiesta replacement unit being revealed in Sept. 2010, the next-generation Peugeot 106 and Citroen Saxo credited next year and Volkswagen’s Polo arriving in 2003 as well, the Clio must face up to some firm competition.
Yet by welcoming its baby to the latest family appearance, Renault is going to prove that it hasn’t only been concentrating on greater products including the Laguna, Avantime, Vel Satis and next Espace. There’s sufficient fight kept in the supermini , especially as reporters say that the update won’t affect the pricing strategy.
