08-17-2014, 03:39 PM | #23 |
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Are we looking at the back door or the front where the back should be? He would have had to hit it at 80+ is my bet to do that kind of damage...
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08-17-2014, 04:10 PM | #24 |
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What we are seeing is the A pillar followed by the C pillar. The cabin has basically been compressed so the C pillar is forward of where the B pillar should be. The driver would likely have been crushed to death.
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08-17-2014, 05:27 PM | #25 |
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Rip was doing some research on the m5 when I came across this , was it a side impact onto the drivers side ? the frontal structure looks fairly intact which is where a lot of the crumple zones usually are to absorb the impact. Looks like high speed and the worst possible angle to hit something like a pole which does not absorb any of the impact.
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08-17-2014, 06:59 PM | #26 | |
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08-20-2014, 03:19 PM | #32 |
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What is to analyze? When you put the car sideways into a pole, the result is predictable and unavoidable.
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08-20-2014, 03:40 PM | #34 | |
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Manufacturers use accident data to improve the crash structure and design of their cars. Volvo has their own investigation team(s) that attend every serious accident with a Volvo in Sweden. The information they get from this is used to improve on the new models they design. Would you rather crash in a 1974 Ford Pinto, or a 2014 Ford Fusion? |
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08-20-2014, 04:01 PM | #35 | |
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I have no intention to support BMW team for their design, but as you know the doors and pillars are made with aluminum and not steel. If they use steel to make car safe for most of accidents, then people complain about weight. If they make with Aluminum or Plastic (fenders and trunk lid) people complain about safety issue... so what the hell they have to do to make people happy ????
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08-20-2014, 04:19 PM | #36 | ||
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I have been part of a accident investigation team since around 2001. We investigate every fatal accident and we have had the Volvo team involved in one accident where the damage and energy was at a much larger scale than what we see from the photos in this accident. They still wanted to analyze and learn from it. Because there is always some piece of information that can be useful in every accident. For instance, we once had a head on collision where the drivers throat was badly injured by the plastic piece on the A-pillar. When the A-pillar got crushed, the plastic piece covering the A-pillar didn't crush or disintegrate. It came undone at the top and pierced through the throat and neck area of the driver, like a spear. The driver might have been killed because of other injuries, but the manufacturer was very interested in looking into how they could change the design of that piece of the interior. Because this could potentially be fatal in a different accident at lower speed but with a damage to the A-pillar (here the driver was killed of other factors). BTW. Aluminium and other materials can do quite well in accidents. It all depends on the design and construction But there is no aluminium on the monocoque of the F10: http://www.autozine.org/Archive/BMW/new/5er_F10.html Quote:
Last edited by Boss330; 08-20-2014 at 04:30 PM.. |
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08-20-2014, 04:34 PM | #37 | |
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As he says, car wants to de-accelerate from 120 mph to 0 in 68 ms. It means -400g to transfer a hug amount of Energy! (E= 1/2 m V^2)
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08-20-2014, 07:02 PM | #38 | |
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Heavy cars don't necessarily equate to safe cars; modern day F1 cars are an extreme example of light weight/high strength. Although momentum plays a factor, an older heavier/larger car will not necessarily protect it's passengers better than a lighter/smaller modern car, even if it looks as though, on the surface, the latter has sustained more damage in similar circumstances. I agree that basic laws a physics will rule when the speeds are high enough and I also agree that the layman's perception is that heavy/solid equates to strength/safety in automobiles. But then you only have to compare a solid rod with a same material tube to know different. Volvo's objective is that "By 2020 no one should be killed or even moderately injured in a Volvo" - obviously this will be via a combination of crashworthiness (which relates to the a-pillar trim example above) & active safety systems which aim to prevent collisions in the first place. Last edited by Dionysus; 08-20-2014 at 07:35 PM.. |
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08-20-2014, 07:13 PM | #39 | |
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And with the video I posted, I intended to say that even steel would be damaged at that speed!
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08-21-2014, 05:28 AM | #40 | |
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I will agree that design has a risk analysis element involved in determining load bearing components. Pareto's Principle will apply in technical decisions. Modern day road car design also extends to more than simply protecting the occupants (plastic exterior panels, etc.) |
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