2009 Smart Fortwo into 2009 GEM e2 crash test extended footage скачать в хорошем качестве

2009 Smart Fortwo into 2009 GEM e2 crash test extended footage

Rating: Unknown A side impact crash test was conducted on a 2010 GEM e2 on April 2, 2010. The stationary test vehicle was struck on the driver side (perpendicular to its longitudinal axis) by a 2009 Smart Fortwo traveling at 49.9 km/h. Modifications to the Side Impact Crash Test Protocol included: ⚫️ In place of the 1,500 kg moving barrier fitted with an IIHS side impact deformable element, a 2009 Smart Fortwo was used as a striking vehicle. ⚫️ The striking vehicle was aligned such that its left edge was 35.4 cm behind the front axle of the struck vehicle. The Impact Reference Distance was modified to account for the struck vehicle’s extremely short wheelbase. ⚫️ Camera placement varied somewhat from the IIHS Side Impact Crashworthiness Evaluation Crash Test Protocol (Version V) with onboard installation of a single, compact camera and power supply. TDAS instrumentation was located offboard and was connected via umbilical. ⚫️ Detailed results for the crash partner in this test are reported under separate cover (CS10002A). The UMTRI ATD Positioning Procedure was modified slightly because the seat back in this vehicle is fixed. The striking vehicle’s front end impacted the test vehicle 0.7 cm below and 0.7 cm rearward of the precrash impact target. Set-up measurements for the SID-IIs dummy sitting in the driver seat are provided in the Appendix, Dummy Clearance Measurements. During the crash, the driver door of the GEM e2 became unfastened, and when the Smart Fortwo came to rest and separated from the GEM, the door was ajar. Postcrash investigation of the GEM showed that while the driver door latch remained engaged with its striker, the striker separated from the body of the vehicle. Figures 2-3 show the driver compartment of the GEM e2 postcrash, with and without the dummy. Figures 4-5 show the precrash alignment of the Smart Fortwo and GEM e2. During the crash, the dummy’s pelvis and torso were loaded by the intruding door. The neck rotated sharply outboard and downward and the head was contacted by the base of the rear vertical portion of the driver window frame, the plastic side window, and the dummy’s left arm stub. The left side of the head approached, but did not contact, the leading edge of the striking vehicle’s windshield. The dummy’s head, neck, and torso then rebounded without significant interaction with the vehicle interior. For the driver dummy, the peak neck tension was 2.6 kN. The maximum abdominal rib deflection and viscous criterion were 58 mm and 1.15 m/s, respectively.