The role of active and passive security. Passive car safety - abstract. Active and passive car safety

Article on the latest automotive security technologies. Descriptions of high-tech systems. At the end of the article - video 10 steps to car safety.

What are the most important technologies that ensure the safety of the car, his driver and passengers?

Automotive Technology Rating

1. Three-point seat belts

Volvo brought them to the world almost 60 years ago, making the revolution in the automotive world. From the very first days of operation, such belts have doubled the mortality of roads, while at the same time increasing the number of fastened drivers. An even more enthusias caused inertial belts that appeared in the 70s, which relied on the need to adjust their length every time.

Modern belt design allows you to fix the tape without letting it unwind. Thus, in the event of an accident, a car roll, tipping or sharp braking, a blocked ribbon keeps the body of the driver and its passenger in place.

2. Airbags

The first airbag was equipped with Ford in 1971 as an alternative to belts. Motorists did not immediately immediately adopted an innovation, there were even several lethal cases, when drivers received a heart attack from loud cotton and rapid emissions.

The pillow design is quite simple: a thin nylon bag with multiple cameras is packaged into a small capsule. The control unit receives data from numerous sensors installed in the machine, and gives a signal with a disclosure in case of danger.

Plugs are placed standard in the wheel body for the driver and in the dashboard - for the passenger. Side pillows can hide in the door or space above it, in the backs of the seats or in the racks. There are also some combined options when the curtain protecting the head falls out of the slot over the door, and the pillow departed from the chair protects the chest, stomach and pelvis.

Although statistics - science is very conditional, its numbers nicely caress the eyes - the risk of death from an accident decreases by 11%, and the side pillows saved the life of 1800 people in 2 years.

3. Anti-lock brake system (ABS)

The principle of operation ABS is that the control unit continuously controls the speed sensors and in the case of an abnormally sharp reduction of the speed prevents the wheels blocking. It allows you to cut the brake path and keep the car on the road.

Thus, the system increases braking efficiency, especially on a slippery highway. Some drivers questioned the ability of ABS to avoid accidents, because someone during emergency braking can still fall into a panic and fly to a ditch. And someone, feeling the pulsation of the brake pedal from ABS work, immediately releases it and loses the control.

However, since 2012, the system is installed on 85% of all cars, which, as world practice shows, are less common in the accident.

4. Folding steering column

The practice of using such a column went from the United States, where car manufacturers Legally obliged to equip the cars in this passive security system.

5. Anti-slip system

Acting in the tandem, both of these systems increase the safety of the vehicle on turns, on a wet or slippery road, provide better control on the coating with poor clutch.

6. Warning system

Its meaning is that if the driver for some reason does not reduce the speed, approaching the ride or standing carsThe system independently activates braking. Such a measure will not save from the accident itself, but will reduce the level of damage for cars and people in them.

The camera and radar installed in the system compare the data obtained and calculate the distance to a dangerous object to start braking only in a truly emergency case.

7. Adaptive cruise control

Including the system, the driver itself installs the desired speed and time interval, which radar must update the information. When the high-speed mode is changed ahead of the ASC car itself, the speed also slows the speed.

8. Remote alert

The efficiency of the system directly depends on the quality of road marking and weather conditions, which is a significant disadvantage, since the poorly distinguishable separation line, snow or fog can completely output it from the working state.

9. Car design

Also, in order to improve security, the car engine is placed on a lever suspension that lowers it down, under the body. Then, when entering an accident, the engine will not move to the salon and does not hurt in people.

10. Parktronic

Fully secure the car will not be able to any electronic system. And those drivers whose car literally "stuffing" with all sorts of technologies is still not worth losing the vigilance. But all the more advanced methods of passive and active safety are saved annually tens of thousands of lives, therefore should not be neglected by them, hoping only to their own driver's skills.

Video - 10 steps to safety machine:

The fact remains the fact that completely unexpected factors affect the driving process and the chance of getting into an accident. So, for example, scientists have proven that the smell of hamburgers causes the desire to increase the speed, and those who were born under the sign of the scales are the worst drivers. We want to tell you in the next article about these and other outstanding things. road.

Help how to improve the level of security in your car will help simply adherence to the rules of the road movement and the following simple truths that we have led in the article.

Airbag and ABS

There is no doubt that on the one hand the airbag contributes to the salvation of life upon occurrence. emergency situations On the road, but on the other hand drivers, knowing about additional means of protection, begin to striking. Remarkable:

• In the States, drivers of vehicles without airbags fall into much less terrible catastrophes than motorists having them.

You can say for sure that they protect these pillows, only if the driver and its passengers are fastened with safety belts, otherwise - in the event of an emergency and according to the laws of physics: head, following the inertia of the strike at an accident, rushes forward, and towards her Removes with mad speed and power airbag. As a result of such contact - head injuries, brain shaking and even more terrible injuries.

By the way, the seat belts increase the chances of survival 8 times.

Not fastened driver and passengers are much more often obtained by all sorts of highly injuries when hitting the steering wheel and windshield.

Machine size

The probability of perishing in a mini-car is much higher than in an SUV, about 50 times. So show the conclusions of British specialists from the Ministry of Transport. The probability to die in the "mini" car or the medium-sized machine is 1 to 200, but at the driver of a jeep or a parquet, the likelihood of a crash outcome of the accident 1 to 10,000. In addition, not only the size, but also the car form is important. For example, a car with a streamlined shape and low roof will cause less injury to pedestrian.

Cell Phone and Hands-Free

According to statistics, road traffic accidents happen 4 times more often if the driver is talking on a cell phone while driving.

Such data were given by the Administration of Road Safety in the United States, unfortunately they do not lead such statistics in our country. Also, the data show that the younger driver, the more he talks on the phone during his movement in the car.

Reception of antidepressants

Scientists of the University of Northern Dakota in Grand Forx were carried out experiments, in which 600 people took part, half of which took antidepressants, and the rest of half - no. The results have shown that in severe depression and the adoption of antidepressants in participants in experience, the concentration and reaction decreases at times. And those who have taken light antidepressants or did not take them at all, almost no way showed bad driving skills.

Extra 5 km / h

Australian scientists from the University of Adelaide were conducted by other studies, which showed that at a speed of 60 km / h, the addition of Gaza is still 5 km / h increase the chances of getting into an accident by 2 times, and at a speed of 70 km / h - 4 times! The fact is how scientists explain that at such speeds the driver remains only a second to react to an unforeseen dangerous situation. In addition, there is an increase in the braking path, so at a speed of 60 km / h, it is 13.9 meters, and at 65 km / h - 16.3 meters. These unexpected calculations are evidenced by video, which proves all the danger of superfluous 5 km / h:

So ... I think you have no more question left: "What speed go, when the restriction (admissible) is 60 km / h." The answer is simple: it is necessary to drive it precisely 60, not 63 and not 67, but for sure 60.

The age of the driver

The Canadian researchers have held another experience that has shown that the best drivers, these are women who have overcome a 33-year-old age.

The most dangerous group is parties to the road at the age of 20, regardless of gender.

For men, the optimal age of driving is 33-54 years. But the elderly is better to avoid driving a car, as in their case, with age, the loss of speed of the reaction, the deterioration of hearing, vision and deterioration of the concentration of attention is strongly affected.

Wrong odors

Scientists from the British RAC Foundation say that the smells can also affect the accident on the roads. For example, the smell of hamburgers and fresh bread can lead to irritability, as a result of which drivers seek to increase speed. Jasmine, chamomile and lavender relax drivers, which dulls their reaction. Also contributes to reducing the smell of freshly acted grass, which causes nostalgic memories, and some smells of spirits and colognes are able to disturb the fantasy from drivers, and as a result - they forget about the road.

That's how. You will not even think that such trifles can affect the emergency level on the road. Good luck to you and observe

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Ministry of Education and Science of the Republic of Kazakhstan

Kokshetau University named after Abaya Myshakhmetova

THESIS

specialty 5В090100 - "Organization of transportation, movement and operation of transport"

Increasing the passive safety of the car by improving the elements of its design

Alpesbaev Temirlan Muhamedradovich

Kokshetau, 2016.

Introduction

2.3.1 Safety belt

2.3.2 Body

2.3.3 Safe Terminals

2.3.4 Airbags

2.3.5 Headrests

2.3.6 Limits of safety belt tension

2.3.7 Rack seat belt pretensioner

2.3.8 Intersective steering mechanism

2.3.9 Spare outputs

2.4 Place of Driver

3. Ecological safety of motor vehicles

4. Economic Efficiency of Passive Security

4.1 Effective ergonomics

4.2 Economic efficiency of modernization of motor vehicles

Conclusion

List of used literature

Introduction

Relevance of the research topic. The safety of the vehicle includes a complex of constructive and operational properties that reduce the likelihood of road accidents, the severity of their consequences and a negative impact on the environment.

Road safety significantly depends on the design of the vehicle, from the ergonomics of the driver's workplace, which can affect the level of its fatigue and, in general, on health. As studies show, this factor in the conduct of experts of road accidents (accidents) is practically not paid attention. When creating new vehicles, this problem is considered to be one of the most important, but so far the CIS countries and Kazakhstan lags behind this issue from leading foreign firms. But abroad does not apply an assessment of the effect of ergonomic factors on the performance and health status of the driver.

A modern car by nature is a device of increased danger. Given the social significance of the car and its potential danger during operation, manufacturers equip their cars with means of facilitating its safe operation. From a complex of funds that are equipped with a modern car, there are great interests of passive security. The passive safety of the car should provide survival and minimize the number of injuries in the car's passengers who have fallen into a traffic accident.

The purpose of the graduation work is to resolve the issue of increasing the passive safety of the car by improving the elements of its design.

To achieve this goal, the following tasks are solved:

Analysis of parameters providing passive safety of the vehicle;

Finding ways to improve the structural elements of the car;

Consideration of the environmental safety of motor vehicles;

Determination of economic efficiency of passive safety. Passive Security Motor Construction

The object of research in thesis is the passive safety of the vehicle.

The subject of the study was the structural elements of the car that affect the safety of passengers and a car when it moves and a sharp stop.

The degree of problem learning: the basic principles for ensuring the safety of road traffic and passive safety of the vehicle has long been and are widely known, which is reflected in the works of G.V. Spikina, A.M. Tretyakova, B.L. Libina B.L, I.A. Wengerova, A.M. Harazaz and others.

Research methods: Analytical processing of the results of publications and surveys, analysis of statistical data on the reports of departments of the internal affairs and ministries of transport and communications, the automated search method on the Internet.

The scientific novelty of the work is that it is proposed to equip the vehicle with such constructive elements that increase the safety of the car, the driver and passengers while driving and at the moment of cutting stop.

The practical value of the graduation work is to develop the components of a vehicle passive security system, which is extremely relevant for the collision conditions and tipping the vehicle at the time of increasing the overall level of accidents on the street-road network of cities and at international high-speed tracks.

The practical basis for writing the graduation work was REO UDP DVD, Akmola region, Kokshetau.

Structure and amount of thesis: The work consists of more than sixty pages of the text of the explanatory note. Introduction, four parts, conclusion, literature of the used literature and electronic presentation.

In the introduction, the relevance of the work is determined, the goal and objectives of the study are formulated, scientific novelty and practical significance reflect.

The first chapter analyzes the parameters ensuring the passive safety of the vehicle;

In the second chapter proposed ways to improve the elements of the design of the car;

The third chapter discusses the environmental safety of the vehicle;

In the fourth chapter, the economic efficiency of passive security funds has been identified.

In conclusion, brief conclusions were made according to the results of the work, the assessment of the completeness of solutions of the tasks set was determined, recommendations and initial data on the specific use of the results of work were given.

1. Analysis of the parameters providing passive safety of the vehicle

1.1 Vehicle safety

The safety of the vehicle includes a complex of constructive and operational properties that reduce the likelihood of road accidents, the severity of their consequences and a negative impact on the environment.

There are active, passive, postavary and environmental safety of the vehicle. Under the active safety of the vehicle means its properties that reduce the likelihood of a road accident. Active safety is provided by several operational properties that allow the driver to confidently control the car, accelerate and brake with the necessary intensity, make maneuvering on the roadway, which requires a road situation, without significant expenditures of physical forces. The main of these properties: traction, brake, stability, handling, permeability, informativeness, habitability.

Under the passive safety of the vehicle is understood to be its properties that reduce the severity of the consequences of the road accident. Distinguish the external and internal passive car safety. The main requirement of external passive security is to ensure such a constructive implementation of the outer surfaces and elements of the car, in which the likelihood of human damage by these elements in the case of a road accident would be minimal.

As is known, a significant number of incidents are associated with clashes and departures on a still obstacle. In this regard, one of the requirements for external passive safety of cars is the protection of drivers and passengers from injuries, as well as the car itself from damage using external structural elements.

An example of an element of passive safety may be an injury bumper, the purpose of which is to mitigate the blows of the car on the obstacles at low speed speeds (for example, when maneuvering in the parking area). The overload belt for man is 50-60g (G-acceleration of free fall). The endurance limit for an unprotected body is the energy value perceived directly by the body corresponding to the speed of movement of about 15 km / h. At 50 km / h, the energy exceeds the permissible approximately 10 times. Therefore, the task is to reduce the acceleration of the human body when a collision due to long deformations of the front part of the body of the car, which would absorb as much energy as possible.

Note - 3.

Figure 1. - Vehicle safety structure

That is, the more the deformation of the car and the longer it happens, the less the driver is experiencing when a collision with an obstacle. Decorative body elements, knobs, mirrors and other parts attached to the car body are relevant to external passive safety. On the modern cars Extremely used recessed door handles that do not apply to pedestrians in the case of a traffic accident. The protruding emblems of manufacturers on the front of the car do not apply. Two basic requirements are presented to the internal passive safety of the car:

Creating conditions under which a person could safely withstand any overload;

Exclusion of traumatic elements inside the body (cab).

The driver and passengers in a collision after the instant stop of the car still continue to move, keeping the speed of movement that the car had before a collision. It is at this time that there is a majority of injuries as a result of hitting heads about windshield, breasts about the steering wheel and the steering column, the knees of the lower edge of the instrument panel.

Analysis of road accidents shows that the overwhelming majority of the dead were in the front seat. Therefore, when developing measures for passive security, first of all, attention is paid to ensuring the safety of the driver and passage located in the front seat. The design and rigidity of the car body is performed so that the front and rear parts of the body are deformed during collisions, and the interior deformation (cabin) was as minimal to preserve the life support zone, that is, the minimally necessary space, within which the squeezing of the human body is excluded inside the body .

In addition, the following measures should be provided that reduces the severity after a collision: - the need to move the steering wheel and the steering column and the absorption of the impact energy, as well as the uniform distribution of the strike on the surface of the driver's chest; - eliminating the possibility of emissions or loss of passengers and driver (reliability of door locks); - availability of individual protective and retaining agents for all passengers and driver (seat belts, headrests, pneumatic pillows); - lack of traumatic elements in front of passengers and driver; - Body equipment by trauma-safe glasses. The effectiveness of the use of seat belts in combination with other activities is confirmed by statistical data. Thus, the use of belts reduces the number of injuries by 60 - 75% and reduces their severity.

One of the effective ways to solve the problem of restricting the movement of the driver and passengers in a collision is the use of pneumatic pillows, which when a car collide with an obstacle is filled with compressed gas for 0.03 - 0.04C, perceive the driver and passengers and thereby reduce the severity of injury.

1.2 Biomechanics of the main types of accidents

In the process of the most severe accidents (collisions, races for fixed obstacles, tipping), the car body is deformed at the beginning, the primary blow takes place. The kinetic energy of the car is spent on breakdown and deformation of parts. A man inside the car continues to move on inertia at the same speed. Forces holding a human body (muscle extremities, friction about the surface of the seat), are small compared to inertial loads and cannot prevent movement. eight

When a person is in contact with the parts of the car - the steering wheel, the instrument panel, windshield, etc., occurs a secondary blow. The parameters of the secondary impact depend on the velocity and slowing the car, moving the human body, the shape and mechanical properties of the parts that it hits. At high speeds of the car, a tertiary blow is also possible, i.e. Punch internal organs of a person (for example, brain mass, liver, hearts) about solid parts of the skeleton.

In 1994, the Great Pilot of Formula 1, Ayrton Senna crashed in the blood. Being in durable monocock, he did not get dangerous for the life of "external" injuries, but died from numerous damage to the internal organs and brain caused by overload. Monococks remained almost intact, the pilot killed an almost instant slowdown from a speed of 300 km / h to zero. With the speeds spread on our roads most Injury drivers and passengers get during a secondary strike.

The most important for internal passive safety have the collisions of vehicles and their races for a fixed obstacle, and for the exterior - tricks on pedestrians.

According to statistics, the most dangerous seat in the car is the right front, because instinctively, at the very last moment, the driver still assigns a blow from herself, and the most serious bodily injuries receive a passenger who has not used a seat belt. In second place - driver. On the third - rear right. And the most safe place - Rear, for the driver. 3.

In fig. 2 shows the mechanism of formation of injuries at counter clashes at the driver of a passenger car. At the beginning of the strike, the driver slides along the seat forward, and his knees hit the instrument panel (Fig. 2, a and b). Then the hip joints bended, and the upper part of the body bends forward until the steering wheel (B and g) strike. At high speeds of the car, a blow of the windshield (D and E) is possible, and during lateral collisions - damage to the head of the corner side of the body. The front passenger, moving forward, also hits first with the knees of the instrument panel, then head about the windshield (Fig. 3, a-g). In the event of a car with high speed, it is possible to traumatize the chin and chest of a passenger about the top edge of the instrument panel (Fig. 3, D and E). With lateral blows, shoulders, arms and knees are damaged. Thus, sources of driver injuries most often are the steering column, steering wheel, instrument panel. For the front passengers, the danger represent the instrument panel and windshield, and for the rear - the backs of the front seats. Buttons and levers of control, ashtrays, the details of the radio usually do not apply serious wounds. However, when you hit them, the driver's head and passengers may be damaged. Also, damage sources are door details. A large number of injuries receive people when throwing through the doors that have discovered due to the blow.

Note 3.

Figure 2. - Education mechanism for injuries from the driver when car collishes

Note - 3.

Figure 3. - The mechanism of formation of injuries front passenger

In addition, the following points must be taken into account:

The engine that most modern cars are in front, as a result of the impact it may well be inside the cabin and fall to your feet;

If the car is "catching up" from behind, then a sharp threading of the head is a faithful spinal fracture;

Separate interior details can break off from their places and go on a journey through the cabin.

When the car hits an obstacle, the man on the inertia continues movement inside the stopped car. But not long - to the nearest solid subject, which is quite enough in the cabin.

Imagine a car cut into a concrete wall at a speed of 72 km / h (20 m / s). At the same time, the overload acting on passengers will be 25.5G, that is, a person who has 75 kg, "attract" about the dashboard with a force in 1912 kg! Slimming with your hands and legs is useless. By the way, a similar calculation shows why durable jeeps are more dangerous for passengers. In such a powerful conditions frame design Doubts only 0.3-0.4 m. Accordingly, the overload and forces acting on passengers will grow twice with all the ensuing consequences.

1.3 Components of the Passive Safety System of the Car

Modern car is a source of increased danger. The steady increase in the power and velocity of the car, the density of the movement of automotive streams significantly increase the likelihood of an emergency.

To protect passengers, at an accident, technical safety devices are actively developed and implemented. In the late 50s of the last century, seat belts appeared, intended to hold passengers in their places in a collision. In the early 80s, airbags were applied.

The combination of structural elements used to protect passengers from injuries during an accident is a car passive security system. The system should provide protection not only for passengers and a particular car, but also other road users. eight

The most important components of the car passive security system are:

seat belts;

active head restraints;

airbags;

safe body design;

accumulator emergency battery;

a number of other devices (protection system when tipping on the cabriolet;

children's security systems - fastening, armchairs, seat belts).

Modern development is a pedestrian protection system. A special place in the passive safety of the car occupies an emergency call system.

Modern car passive security system has electronic controlensuring the effective interaction of most components. Constructive control system includes input sensors, control unit and actuators.

Input sensors fix the parameters in which an emergency occurs, and convert them to electrical signals. These include shock sensors, seat belt switch switches, front passenger seat employment sensor, as well as driver seat position sensor and front passenger.

Each side of the car is installed, as a rule, two shock sensors. They provide the work of the relevant airbags. In the back, the shock sensors are used in the car equipment with active head restraints with an electrically driven.

Safety belt lock switch fixes the use of the seat belt. The employment sensor of the front passenger seat allows in case of an emergency and the absence of a suitable airbag on the front seat of the passenger.

Depending on the position of the driver's seat and the front passenger, which is fixed by the corresponding sensors, the order and intensity of the application of the system components changes. eight

Based on comparing sensor signals with control parameters, the control unit recognizes an emergency situation and activates the necessary actuators of the system elements.

The executive devices of the elements of the passive security system are the pill-patros of airbags, tensioners of safety belts, alarm rechargeable battery, the mechanism of active head restraints (when using headrests with an electrically driven), as well as a control lamp that signals uneasy safety belts.

The activation of executive devices is performed in a certain combination in accordance with the laid software. fifteen

With frontal impact, depending on its strength, safety belts or frontal airbags and safety belt tensioners can be performed.

In front of the front-diagonal impact, depending on its strength and the corner of the collision can be worked out:

safety belts tensioners;

front airbags and safety belt tensioners;

relevant (right or left) Side airbags and safety belt tensioners:

relevant side airbags, head airbags and safety belt tensioners;

front airbags, appropriate side airbags, head airbags and seat belt tensioners.

With lateral impact, depending on the stream strength, it can work:

appropriate side airbags and safety belt tensioners;

appropriate head airbags and safety belt tensioners;

relevant side airbags, head airbags and safety belt tensioners.

When you hit the rear, depending on the strength strength, the safety belts, the battery opener and active head restraints can work.

2. Ways to improve the structural elements of the car

2.1 Ergonometric assessment of vehicles

Road safety significantly depends on the ergonomicness of the driver's workplace, which can affect the level of its fatigue and, in general, on the state of health. Unfortunately, this factor during experts of road traffic accidents almost do not pay attention, although sometimes they talk about it. When creating new vehicles, this problem is paid to increasing attention. But abroad does not apply an assessment of the influence of ergonomic factors on the performance and health status of the driver. Also, no attention in driving schools is paid to psychological aspects, whereas directly or indirectly they are often caused by road traffic accidents. Psychological culture of testors of the driving school facilitates the development of knowledge and improves the efficiency of their use in the practice of driving. 28.

Modern vehicles, along with numerous characteristics, often in detail by manufacturers in passports and other technical documents, have numerous ergonomic characteristics characterizing the comfort and safety of the driver and passengers. These include noise, vibration, gaspace, dust, shape of the armchairs, the design of the instrument panel, etc.

However, these parameters are usually not reflected in technical documentation. In accordance with applicable regulatory documents Each of the ergonomic parameters of vehicles is mainly estimated individually, regardless of others, despite the fact that the ergonomic parameters always affect the human body. The total assessment of the workplace is determined in points, the method of calculating which is very subjective and not substantiated metrologically.

For a comprehensive ergonomic quantitative assessment of vehicles, Locks in conjunction with the St. Petersburg Medical Academy. I. I. Mechnikov were preliminary studies aimed at determining the possibility of using the ergonomic parameter "Ergotracy" for this purpose, measured in new units D, quantitatively characterizing the biological cost of the human body during complex effects of various loads.

Ergonomic assessment of vehicles according to the Ergotility parameter must be made under standard conditions on the respective vehicles, and include a complex of medical research of the body of drivers and mathematical analysis of results on a special computer program.

However, such studies require a sufficiently large amount of work and significant funding.

Therefore, in this stage, we fulfilled only preliminary research, mainly using the results of previously performed work.

The definition of ergomicity is based on the criteria for the restoration time of functional shifts arising in the body as a result of labor activity - in this case, the management of the vehicle.

The materials available at our disposal allowed the calculations of the Ergotility of various types of urban public transport: buses, trolley buses, trams and passenger taxis.

As studies have shown, the pattern of development of functional shifts from drivers and their recovery in general corresponds to such processes in other human work activities.

As it turned out, the functional shifts arising from drivers during the rest during the day are not completely restored, and their accumulation occurs. The full recovery occurs only on weekends. 3.

Thus, the busy work schedule leads to the accumulation of their fatigue during the working week, which increases the likelihood of emergency situations.

After analyzing the results of numerous hygienic studies of various authors with the help of a specialized computer program, it was established that to ensure optimal working conditions, the value of Ergotracy should not exceed 8 D for 95% of people, since at the same time there will be a complete restoration of functional shifts during the day.

As preliminary studies have shown, the evaluation of the ergonomic qualities of road transport in terms of Ergomatinity will significantly increase consumer qualities and safety of cars without investing any significant cash.

This is confirmed by the results of the research of air traffic controllers, as a result of which by their minor modernization, the degree of weight of air traffic controllers decreased to 3 times; Computer jobs, resulting in new computer tables, fully taking into account the specifics of the work and individual requirements of operators, a number of other jobs and industrial equipment.

With regard to road transport, we already have some suggestions to improve the ergonomic parameters of dashboard, the design of chairs, radio equipment and other nodes.

Thus, the introduction into the list technical parameters Road transport of ergonomic indicators, in particular Ergotracy, will significantly improve consumer qualities of vehicles and improve their safety.

When preparing drivers in driving schools it would be useful to introduce some issues of psychology and ergonomics. The latter is solved by designers and designers, but the driver can and must customize its place taking into account its anthropometric data and psychological features, so that the maximum comfort of the driver's seat and its smaller fatigue.

To know yourself - this is one of the most important aspects of the production of any education, but unfortunately in the traditional education of any level this issue is lost, even where psychology is a leading educational discipline. Psychological learning disciplines are greatly formalized. In a driving school, too little time for studying psychological disciplines, but, taught other sections and even traffic rules, they can be put so that the student can feel this knowledge and skip them through oneself and to realize them, and not just formally remember to pass the exam. But, probably, it is necessary to allocate the most important issues of psychology and ergonomics in relation to the peculiarities of the road.

The professional suitability of the driver is determined by the basic properties, such as temperament and character. Drivers of Sanguini and Phlegatics adequately react to the road situation, while cholerics and melancholic can cause an accident or get into it. But people want to drive all temperaments. Choleric and melancholics should be aware of their characteristics, but at the same time they should also know that they can include the features of a sanguine or phlegmatics, because Each person has properties of temperaments of all kinds. In addition, it is necessary to understand the essence of road behavior, as well as the effect of stress on the nature of the wheel behavior and on health.

Obviously, the passive safety of the car during its operation directly depends on the psychological state of the driver. The presence of structural elements in the motor vehicle, contributing to the leveling of a psychological background to reduce the risk of obtaining severe passenger injuries.

2.2 Anthropometry and passive car safety

Anthropometric data are the source material when designing and developing many technical systems with which a person has contact in its production and non-productive activities. In the field of car design, anthropometric data until recently was used mainly to meet the requirements of ergonomics. Passive security studies have shown that the use of anthropometric data is prerequisite When creating safe car designs. The use of anthropometric data has its own characteristics, due to which medical anthropometric data is often insufficient or even not applicable.

When landing in a car, a person (driver or passenger) occupies a specific position, which is due to the interior of the car and the possibilities of adjusting the seat or controls. In addition, there are specific positions of human body parts characteristic of certain conditions in which a person in the car may turn out to be. For example, when a car collides, a person who is in it takes a position characteristic only for these conditions. Anthropometric measurements of car drivers, carried out by Stoot and McFareland, can be considered a characteristic model of this kind of studies. The peculiarity of their technique is the use of a special rigid bench seat, on which measurements were carried out, which eliminates the effect of the design and rigidity of the seat on the results obtained and allows you to apply the measurement results to any soft automotive seat.

The data obtained by anthropometric measurements characterize only the sizes of human body and do not take into account deviations that are due to human clothing. Anthropometric measurements for passive security purposes should be carried out with the conditions characteristic of the person's position in the car, as well as include clothing and shoes of the measured subjects. 28.

Anthropometry denotes human measurement. Many researchers have come to the belief that there is no average person who often appeared earlier as a criterion for constructive restrictions on the sphere of human action. We can only talk about the limit sizes of the person obtained in measuring a certain population population and applicable to the system with which these people interact. Distinguish static and dynamic (or functional) measurements. Static measurements are made at a fixed, fixed in a certain position of the human body and can be used to ensure adaptability of a person to the interior conditions of the car, i.e. its placement in a certain space. Dynamic measurements set the limits that are necessary for managing the control function.

The applicability of anthropometric data is characterized by the so-called representativeness. Representativeness is the degree of coverage of this size of a certain contingent of people. Quantitative representation is part of the area (as a percentage) under the curve of the normal distribution of any anthropometric signs (size) for a certain contingent of people with solid selection of individuals. Knowing the law of probability distribution, the average value of the feature (T) and the standard deviation (b), one can determine the number of people in whom the magnitude of the anthropometric feature is laid in a particular interval. Using these data, you can calculate the number of people whose dimensions of which will satisfy this design in each particular case. As a rule, at present, when designing technical systems "Man-machine", it is impossible to achieve full compliance of the machine with the requirements of all people, from the largest to the smallest. It is usually not taken into account the size of 5% of the highest or lowest people, depending on what the size is affected. In the automotive industry with an equal probability for the largest and lowest people, their dimensions are not taken into account. This can be explained in the following examples. Choosing the height of the car's salon, it is possible to limit the size corresponding to the smallest growth of 5% of the highest people. On the contrary, the disposal of controls can be neglected by the fact that some of them will be out of the area of \u200b\u200breach for 5% of the lowest people. Thus, in each case, the relevant conditions will be provided for 95% of people. If you consider the car's salon as a whole, then 90% of people will have sufficient comfort and only 5% of the highest and 5% of the lowest people will experience some inconveniences. As experience shows, such a compromise is fully justified and economically appropriate. 29.

In the study of passive safety, a person is one of the main objects of study. However, test conditions must imitate emergency conditions for an accident, which are dangerous to humans. Therefore, the question of the use of human body models - anthropometric mannequins is inevitably. The creation of mannequins, the most closely imitating human body by its physicomechanical properties, is impossible without the knowledge of human anthropometric characteristics. Representativeness of mannequins is also characterized by representativeness. An anthropometric mannequins of men and women of 5%, 50%, 90% and 95% of representativeness, as well as children of children of a certain age are produced by various foreign firms. Also developed standard construction three-dimensional or landing mannequin, the main dimensions of which can be adjusted from 5 to 95% of representativeity. The creation of anthropometric mannequins does not mean, however, that there is a universal model capable of completely replacing a person. First, when creating a mannequin, it is necessary to make compromise solutions, since at the present level science and technology it is not yet possible to achieve the complete identity of the structure of the mannequin structure of the human body. Therefore, the generated mannequins must be specifically investigated to determine their characteristics and compliance of these characteristics of human body characteristics. Secondly, the anthropometric characteristics of the population are changing over time.

Anthropometric dimensions - the most important component The so-called life space in the car's cabin. Life space is the minimum passenger compartment, which must be provided with an accident in order to prevent injury to people in the car. In a collision, the person of small dimensions may be in more difficult conditions. The fact is that, thanks to the possibility of longitudinal adjustment of the seat of a small growth person, it can move (for convenience of control) so much that its chest, for example, will be closer to the elements of the interior than the breast of a large growth man. In the process of collision due to elastic or plastic deformations, the elements of the interior can reach the chest and make a person injury. It may also adversely affect the effectiveness of seat belts or other retaining systems. Holding systems should be constructed in such a way as to ensure appropriate protection for drivers and passengers.

Mathematical modeling, widely used in passive safety studies, is also based on anthropometric data. In addition to dimensional characteristics, to create mathematical models Human bodies also need data on the inertial properties, positions of centers of gravity and articulation (mobility) of human body parts. With the help of mathematical models, by changing the introductory characteristics (sizes, weight, etc.), it is possible to investigate such a complex process as the movement of a person inside the car during an accident. A brief overview of the use of anthropometric data for passive safety purposes allows to judge the importance and need for special anthropometric studies in solving the problem of improving the safety of road transport. .

From the first days of its existence, cars represented a certain danger of both the people around and for those who are in them. The imperfection of the engine design led to the explosions, and the non-historicalness of others - to the death of people. Currently, there are almost 1 billion cars in a wide variety of types, grades and modifications. The car found the wider distribution as a vehicle used for the transport of goods and people. The speed has increased dramatically, has changed appearance Car, various safe elements are widely used. At the same time, the intensive development of motorization is accompanied by a number of regressive impacts on society: tons exhaust gases Pollize the atmosphere, and road traffic accidents bring huge moral and material damage to society. In short, global motorization has positive and negative consequences.

When developing new design elements, it is necessary to take into account how much one or another item is dangerous for a person. Studies conducted by the Cornale Laboratory of Aeronautics in accordance with the American Program for studying injuries in an accident showed that the main cause of serious and fatal injuries - blows about the front shield and the steering column. In second place - strikes about windshields, which account for 11.3% of severe injuries and deaths. In addition, windshield is the cause of 21% injury (penetration of the skull, brain concussion, etc.).

With an accident, the driver most often hits the car head (13%), and the front passenger - legs (11.3%). Those who fastened safety belts, received serious injuries only in 7% of cases and lungs in 34% of cases. When using more efficient safety belts with an inertial device as a result of an accident, only 5% of victims received severe injuries and 29% light, while using conventional belts with a three-point fastening, respectively, 8 and 37%, and when using diagonal belts - 7 and 41 %.

They are of interest to the data obtained by American scientists D. F. Hewelcom and P. U. Dzhikas from Michigan University. They investigated 104 automobile accidents in which 136 people died. As a result, conclusions were drawn: the main causes of the death of passengers four (emissions from the seat, strikes about steering, about the door and on the instrument shield); About 50% of the victims could be saved if the passengers and drivers were fixed by seat belts; A further decrease in the number of accidents can be obtained by changing the design of the car - by installing devices that reduce the strength of the strike in a collision. 3.

Of the 136 injured 38 people were thrown out of the car. If they were fastened with belts, then 18 of 28 discard drivers and 6 out of 10 passengers located in the front seat would be saved. Of the 24 drivers who received fatal injuries from the steering, 18 were killed from hitting the steering wheel and the needles. Moreover, 16 drivers would not be able to escape even if there is seat belts. The steering column and the steering wheel were so highlighted in the driver's zone that the chances of saving were minimized. In 19 cases, death for drivers and passengers was a blow to the body of the body. And in this case, the safety belt can only give minimal protection, since only two passengers placed in the front seat could be saved when applying the corresponding system. The instrument panel was the cause of a deadly outcome in 15 cases (5 drivers and 10 front seat passengers). Most of them could be saved using seat belts. Such elements of the structure, like the ceiling, car frame and some others, served as death in 20 cases.

Over half of the deaths accounted for car drivers and a quarter - on the front seat passengers. Studies have established that the overwhelming majority of the dead - 120 out of 136 people - during the accident were in the front seat. Therefore, the focus should be paid to ensuring the safety of the driver and the passenger of the front seat. In addition, the analysis showed that about 50% of the victims would be killed even when using safety belts. Therefore, much attention should be paid to changing the interior design and the design of some parts to eliminate sharp cutting edges, as well as rigid items that serve as the injury to trauma drivers and passengers.

It is very important to establish which elements of the internal equipment of the car are injured. The study of statistical data of Italian, American and German researchers allows you to identify the elements of the car's interior design, which the person is most often traumatized. The first three places on danger took: steering column, instrument shield, windshield. They follow: doors, rearview mirror. Physiologically, people are so diverse that when establishing the level of endurance along the weaker subject, the design requirements will be practically impossible. Currently, the design of protective devices in the car should primarily eliminate the receipt by a person with severe and serious injuries, neglected with the increase in (relative) number of light injuries.

The rigid steering column is a danger to the driver, it became clear at the first analyzes of accidents. Since the 1960s, attempts are made to reduce this risk of various structural measures. Today, for example, the steering columns are supplied with a hinge, which is supplied in a collision. The most modern steering columns are able to absorb the impact energy. Of particular interest was the ProCon-Ten system, which, with a frontal collision, shifted the steering column with the steering wheel forward from the driver.

Note - 41.

Figure 4. - Distribution of injured at accident

With the introduction of airbags, the task of the steering column complicated: now it should supplement the protective potential of belts and airbags. Telescopic rods and additional hinges serve for the kinematic separation of the steering wheel and the deforming partition of the engine compartment. Therefore, when you hit a certain strength, the steering wheel and airbag maintain a certain living space in front of the seated. The integrated sliding mechanism with damping function reduces the workload of the load, which are subjected to chest and human head. These elements serve as a good supplement to the limiters of the safety belt tension.

2.3 Components of a car passive security system

To ensure security, both passengers and other road participants, the car must be equipped with a number of systems. The most important components of the system of passive safety of modern cars are:

system of safety belts with tensioners, including children's safety system

active head restraints

safety system (front, side, knee and head (curtains)

resistant to deformation of the body with the roof of the appropriate strength and zones of deformation in the front, rear and side parts of the car (they protect the passengers by the focused absorption of the collision energy)

protection system when tipping on the cabriolence

account Emergency Switch.

Components Passive Security System:

1 - Account Emergency Switch; 2 - safe self-displays when the hood collision; 3 - front passenger airbag; 4 - side airbag front passenger; 5 - side airbag front passenger; 6 - active head restraints; 7 - rear right airbag; 8 - Left Head Airbag; 9 - left rear airbag; 10 - impact sensor rear pillow driver safety; 11 - seat belt tensioner; 12 - side airbag of the driver; 13 - driver impact shock sensor; 14 - driver airbag; 15 - knee airbag; 16 - airbag control unit; 17 - driver's front airbag shock impact sensor; 18 - the trigger trigger sensor of the hood; 19 - Front passenger front passenger blow sensor

Note - 5.

Figure 5. - Components Passive Safety System

2.3.1 Safety belt

Safety belt is a device consisting of straps, locking device and mounting parts, which can be attached to the inner part of the car body or the seat frame and which is designed in the event of a collision or sharp braking to reduce the danger of user injured by restricting the possibility of moving His bodies.

Note - 5.

Figure 6. - Safety belt

Currently, the largest propagation has a belt with a mount at three points, which is a combination of belt and diagonal belts. At the same time, the belt is considered a belt covering the body of the user at the height of the pelvis, and the diagonal - the penetrating chest diagonally from the hip to the opposite shoulder.

On some types of cars, belts are used, consisting of a belt belt and shoulder straps.

The main elements of the seat belt - buckle, strap, adjusting the strap length, adjusting the belt in height, retractor and locking mechanism.

Buckle - a device that allows you to quickly unbutton the belt and the ability to keep the user's body belt.

Stamping is a flexible part of the belt, designed to hold the body of the user and transfer the load on stationary fastening elements.

An adjusting strap length can be part of the buckle or its functions can perform the retractor. 3.

Adjusting the height belt allows you to adjust the upper belt pickup position at the request of the user and, depending on the seat position, it can be considered as part of the belt or part of the device for fastening the belt.

The seat belt may have a retractor. The retractor is called a device for partial or complete retracting strap straps. Retracting devices can be several types:

the retractor, from which the strap is completely pulled out when a small force is applied and which does not have the length of the length of the elongated strap

automatic retractor that allows you to get the desired length of the straps and with a closed buckle automatically adjusts the length of the belt for the user. This device has a locking mechanism that is triggered in the event of an accident. The locking mechanism may have a single or multiple sensitivity, i.e. Work under the influence of braking or sharp strap motion

automatic retractor with a preliminary tension mechanism. The belt can have a preliminary tension mechanism that serves to press the strap strap to the seat for the belt tensioning at the moment of impact.

2.3.2 Body

The initial goal of the designers is to design such a car so that its external form contributes to minimizing the consequences of the main types of accidents (collisions, slides, and damage to the vehicle itself).

Pedestrians are most severe, which are running on the front of the car. The consequences of a collision involving a passenger car can only be reduced by structural measures include, for example, the following:

removed headlights

hidden flushing winds

closed flush with waste chute panels

recessed door handles

Determining passenger safety factors are:

deformation car body features

length of the passenger compartment, the volume of space for survival during and after the occurrence of collision

holding systems

zones of a possible collision

steering system

removing users

fire protection

To protect against strokes on cars, there are three different areas, which in the event of an accident should take a blow to themselves. The upper, middle and lower surfaces that make a shot on themselves are, respectively, the roof, the side and the bottom of the car.

Note - 5.

Figure 5. - Distribution of forces when hit:

a - side blow; b - frontal blow

The purpose of all measures to protect against impact is minimizing body deformation, and therefore minimizing the risk of trauma passengers when hitting. This is achieved due to the fact that the forces that occur during impact are purposefully acting on a specific component of the body structure. Thus, the deformation coefficient of the parts on which the blow is accounted for, because The emerging strengths are distributed for more squares.

The design of many other elements of the power structure in our time is determined in this way as to ensure the limit rigidity and scattering of the impact energy for the possibly larger number of directions (Fig. 6). Much attention is paid to the doorway: it is important to avoid jamming the doors.

The largest problems of the developers of passive security systems delivers a side blow. The stock of the deformation zone with a lateral collision, unlike the front or rear of the car, is a small amount of only 100 ... 200 mm. The developers of the Formation company have developed a mechanism to prevent the effects of lateral impact. The mechanism begins to work 0.2 s to collision according to the code of special sensors. By the command of the controller, after 60 ms, a rod 2, mounted under the seats across the car body, extending the steel pin almost to the door, extending the steel pin almost to the door itself. At the same time, the mechanism is activated inside the door, turning into the working position stop 3. Now, with lateral blow, the door will not be able to laugh inside the body. The specified mechanism allows you to reduce the deformation of the door inside the body for 70 mm.

Note - 5.

Figure 6. - Scattering the energy of the blow

The work of the mechanism is reversible, because there are no disposable piecakers in it. If the accident did not happen, the rod is shortened to the initial length, and the spring will pull the pin back.

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Course work

by discipline: Regulation and standardization of vehicle safety requirements.

Topic: Active and Passive Vehicle Safety

Introduction

3. Regulatory documents regulating road safety

Conclusion

Literature

Introduction

A modern car by nature is a device of increased danger. Given the social significance of the car and its potential danger during operation, manufacturers equip their cars with means of facilitating its safe operation.

The reliability and serviceability of each vehicle on the road ensures the safety of road traffic as a whole. The safety of the car directly depends on its design is divided into active and passive.

car accident transport safety

1. Active car safety

The active safety of the car is a combination of its design and operational properties aimed at preventing and reducing the likelihood of an emergency on the road.

Basic properties:

1) traction

2) Brakes

3) stability

4) handling

5) Patency

6) Informativeness

Undetyability

The reliability of nodes, aggregates and car systems is a defining activity factor. Especially high demands are made to the reliability of elements related to maneuver-brake system, steering, suspension, engine, transmission, and so on. The increase in reliability is achieved by improving the design, the use of new technologies and materials.

Layout car

Car layout is three types:

a) front-engine-layout of a car, at which the engine is located in front of the passenger compartment. It is the most common and has two options: rear-wheel drive (class) and front-wheel drive. The last type of layout - front-door front-wheel drive - received currently widespread due to a number of benefits before driven by rear wheels:

Better stability and manageability when driving at high speed, especially on wet and slippery road;

Providing necessary weight load on leading wheels;

A smaller noise level, which contributes to the absence of a cardan shaft.

At the same time, front-wheel drive cars have a number of shortcomings:

With full load, overclocking is worsened on the rise and wet road;

At the time of braking, too uneven weight distribution between the axes (on the wheels of the front axle accounts for 70% -75% of the weight of the car) and accordingly the brake forces (see braking properties);

Tires of the front leading controlled wheels are loaded more respectively, more susceptible to wear;

Drive on the front wheels requires the use of complex nodes - hinges of equal angular velocities (shrusov)

Combining the power unit (engine and gearbox) with the main transmission complicates access to individual elements.

b) Layout with central engine location - the engine is between the front and rear axles, for passenger cars is quite rare. It allows you to get the most spacious salon with a given dimensions and a good distribution over the axes.

c) Request - Engine is located behind the passenger compartment. Such a layout was widespread on small cars. When transferring torque to the rear wheels, it allowed to get inexpensive force aggregate and the distribution of such a load on the axes in which about 60% of the weight accounted for the rear wheels. It has a positive effect on the car's passability, but negatively on its stability and controllability, especially at high speeds. Cars with this layout currently are practically not produced.

Brake properties

The possibility of preventing an accident is most often associated with intensive braking, so it is necessary that the braking properties of the car ensure its effective slowdown in any road situations.

To perform this condition, the force developed by the braking mechanism should not exceed the clutch forces with an expensive dependent on the weight load on the wheel and the state of the road surface. Otherwise, the wheel will be blocked (no longer rotate) and start sliding, which can lead (especially when blocking multiple wheels) to the car drift and a significant increase in the braking path. To prevent blocking, forces developing by brake mechanisms, should be proportional to the weight load on the wheel. This is implemented using more efficient disc brakes.

On modern cars, an anti-lock system (ABS) is used, adjusting the power of braking of each wheel and preventing their slip.

In winter and summer, the condition of the road surface is different, therefore, for the best implementation of the braking properties it is necessary to use tires corresponding to the season.

Traction properties

Traction properties (traction dynamics) of the car determine its ability to intensively increase the speed. From these properties, the driver during overtaking, the passage of crossroads depends. Especially important, the traction speaker has to exit emergency situations where it is too late for it, maneuvering does not allow complex conditions, and you can avoid an accident, only ahead of events.

As well as in the case of brake forces, the force of thrust on the wheel should not be more clutch forces with the road, otherwise it will begin to slip. Prevents this anti-test system (PBS). When the car is accelerated, it slows down the wheel whose rotation speed is greater than that of the rest, and if necessary, reduces the power developed by the engine.

Stability car

Stability - the ability of the car to maintain a movement along a given trajectory, counteracting the forces causing its skid and tipping in various road conditions at high speeds.

Distinguish the following types of stability:

Transverse with rectilinear movement (term stability).

Her violation is manifested in digging (changing the direction of movement) of the car on the road and can be caused by the action of the lateral strength of the wind, different values \u200b\u200bof traction or braking forces on the wheels of the left or right side, they are dried or sliding. large backlash in the steering control, irregular angles of wheel installation, etc.;

Criminated with curved motion.

Its violation leads to a drift or tipping under the action of centrifugal force. Especially worsens the sustainability increase in the position of the center of the mass of the car (for example, a large mass of cargo on a removable roof trunk);

Longitudinal.

Its violation is manifested in the bucking of the leading wheels when overcoming protracted iced or snow-covered lifts and a car climbing back. This is especially characteristic of road trains.

Car handling

Controllability - the ability of the car to move in the direction specified by the driver.

One of the characteristics of the controllability is turning - the car property change the direction of movement with a fixed steering wheel. Depending on the change in the radius of rotation under the influence of lateral forces (centrifugal force on the turn, wind strength, etc.) turning can be:

Insufficient - the car increases the rotation radius;

Neutral - the rotation radius does not change;

Excessive - rotation radius decreases.

Distinguish tire and roll turning.

Tire turning

Tire turning is associated with the property of tires to move at an angle to a given direction with a lateral input (shift of the contact spot with a road relative to the wheel rotation plane). When installing the tires of another model, the turning can change the car on turns when driving at a high speed will behave differently. In addition, the magnitude of the side voltage depends on the tire pressure, which must comply with the operating instructions for the car.

Roll turning

Renovane turning is due to the fact that when the body slope (roll), the wheels change their position relative to the road and the car (depending on the type of suspension). For example, if the pendant pendant, the wheels bend on the side of the roll, increasing the railway.

Informativeness

Informativeness - property of the car to provide the necessary information of the driver and other participants in the movement. Insufficient information from other vehicles located on the road, on the state of the road cover, etc. Often becomes the cause of the accident. Internal provides the ability to drive the driver necessary to manage the car.

It depends on the following factors:

The visibility should allow the driver in a timely manner and without interference to obtain all the necessary information about the traffic situation. Faulty or inefficiently operating washers, a system of blowing and heating of glasses, wiper, the lack of standard rear-view mirrors deteriorate the visibility under certain road conditions.

Location of the instrument panel, buttons and control keys, speed switching lever, etc. It should provide the driver to the minimum time to control the readings, the effects on the switches, etc.

External informativeness - ensuring other participants in the motion of information from the car, which is necessary for proper interaction with them. It includes a system of external light alarm, sound signal, sizes, shape and coloring of the body. The informativeness of passenger cars depends on the contrast of their color relative to the road surface. According to statistics, cars painted black, green, gray and blue colors, two times more often in the accident due to the difficulty of distinguishing them in conditions of insufficient visibility and at night. Faulty turn signs, stop signals, overall lights will not allow other participants in the road on time to recognize the driver's intentions and take the right decision.

2. Passive car safety

The passive safety of the car is a combination of the design and operational properties of a car aimed at reducing the severity of the accident.

It is divided into external and internal.

The interior includes measures to protect people sitting in the car, by special equipment Salon.

Such as the:

· Seat belts

· Airbags

· Headrests

· Inspected steering shoe

· Life zone

External passive safety includes passenger protection measures by giving the body of special properties, for example, the absence of sharp corners, deformation.

Such as the:

· Body shape

· Traumatic elements

Provides acceptable loads on the human body from a sharp slowdown with an accident and retains the space of a passenger compartment after the body deformation.

With a heavy crash, there is a danger that the engine and other units can penetrate into the driver's cab. Therefore, the cabin is surrounded by a special "safety grid", which is absolute protection in such cases. The same ribs and bars of stiffness can be found in the doors of the car (in case of lateral collisions). This also includes the scope of energy.

With a heavy accident, there is a sharp and unexpected deceleration until the car stops. This process causes huge overloads on the bats of the passengers who can be fatal. From this it follows that it is necessary to find the way to "slow down" slowdown in order to reduce the load on the human body. One way to solve this problem is the design of the destroyers of the collision energy, in the front and rear body. The destruction of the car will be more severe, but the passengers will remain entirely (and this is compared to the old "thick" machines, when the car was burst with "light fright", but the passengers received severe injuries).

The construction of the body provides that when a collision part of the body is deformed as if separately. Plus, high-stranded metal sheets are used in the design. It makes the car more rigid, and on the other hand allows it to be not so hard

SEAT BELTS

At first, the cars were put on the vehicles with a two-point fastening, which "kept" the catches for the belly or chest. Half a century did not pass, as engineers cut down that the multipoint design is much better, because when an accident makes it possible to distribute the pressure of the belt to the surface of the body more evenly and significantly reduce the risk of injury to the spine and internal organs. In motor racing, for example, four-, five- and even six-point seat belts are applied - they hold a person in the chair "tightly". But on the "Citizer" because of its simplicity and convenience, three-point.

To the belt normally worked out his destination, it should fit tightly to the body. Previously, the belts had to regulate, customized on the figure. With the advent of inertial belts, the need to "manual adjustment" disappeared - in a normal state the coil is freely spinning, and the belt can bite the passenger of any kind, it does not shine actions and every time the passenger wants to change the body position, the strap always adjacent to the body. But at that moment, when the "Force Major" comes - the inertial coil immediately fixes the belt. Besides modern machines Pyrinatrons are used in belts. Small charges of explosives are detonated, tweaked the belt, and he presses the passenger to the back of the chair, not letting it hide.

Safety belts are one of the most effective protection remedies for the accident.

Therefore, passenger cars should be equipped with seat belts if attachments are provided for this. The protective properties of the belts are largely dependent on their technical condition. For faults belts, in which the car is not allowed, there are naked eye-visible eyes and pulp tape tape, unworthy lap tongue fixation in the lock or the lack of automatic emission of the language by unlocking the castle. In the safety belts of the inertial type, the straps should be freely drawn into the coil and blocked with a sharp movement of the car at a speed of 15 - 20 km / h. Replacements are subject to belts that have experienced critical loads during an accident, in which the car body gained serious damage.

Airbags

One of the common and efficient security systems in modern cars (after seat belts) is airbags. They began to be widely used already in the late 70s, but only a decade later, they really occupied a decent place in the safety systems of most manufacturers.

They are placed not only before the driver, but also in front of the front passenger, as well as from the sides (in the door, body racks, etc.). Some car models have their forced shutdown due to the fact that people with heart sick and children may not withstand their false response.

Today, inflatable airbags - the usual thing is not only on expensive cars, but also on small (and relatively inexpensive) news skills. Why do you need airbags? And what do they imagine?

Safety airbags are developed for both drivers and passengers in the front seat. For the driver, the pillow is usually installed on the steering control, for the passenger - on the dashboard (depending on the design).

Front airbags are triggered upon receipt alarm From the control unit. Depending on the design, the degree of filling the airbag can vary. The purpose of the front pillows is the protection of the driver and the passenger from injury to solid objects (engine body, etc.) and fragments of the glass at front clashes.

Side pillows are designed to reduce damage to people in the car with a side shock. They are installed on the doors, or in the backrests of the seats. With a side collision, external sensors send signals to the central security pillow control unit. This makes it possible to trigger both some and all side pillows.

Here is the scheme of operation of the airbag system:

Studies of the influence of inflatable airbags on the probability of the driver's death during front collisions showed that this decreases by 20-25%.

If the airbags worked, or were damaged in any way, they cannot be repaired. The entire airbag system is replaced.

The driver's airbag has a volume of 60 to 80 liters, and the front passenger is up to 130 liters. It is easy to imagine that when the system is triggered, the volume of the cabin decreases by 200-250 liters for 0.04 seconds (see Figure), which gives a considerable burden on the drumpipes. In addition, the pillow departing at a speed of more than 300 km / h, pays a lot of danger to people if they are not fastened by the safety belt and nothing delays the inertial movement of the body towards the pillow.

There is statistics talking about the effect of inflatable airbags on injuries at an accident. What should I do to reduce the likelihood of injury?

If the car has a airbag, you should not post the novel seats on the car seat, where this airbag is located. When inflatable, the airbag can move the seat and inflict a child injury.

Airbags on passenger location Enhance the probability of death of children under 13, sitting at this place. A child below 150 cm of growth can get a blow to the head of the air cushion open at a speed of 322 km / h.

Headrests

The role of the head restraint is to prevent a sharp movement of the head during the accident. Therefore, it is necessary to adjust the height of the head restraint and its position in the correct position. Modern head restraints have two degrees of adjustment, allowing to prevent injuries of cervical vertebrae when moving "bent", so characteristic of the arrivals from behind.

Effective protection When using a head restraint can be achieved if it is exactly on the line of the head center at the level of its center of gravity and not further 7 cm from the rear part. Remember that some seats options change the size and position of the head restraint.

Traumatic steering mechanism

Traumatic steering is one of the constructive activities that ensure the passive safety of the car - the property of reducing the severity of the consequences of road accidents. The steering steering mechanism can cause a serious injury to the driver with a frontal collision with an obstacle when crumpled of the front of the car, when the entire steering mechanism moves towards the driver.

The driver can also be injured from the steering wheel or steering shaft with a sharp move forward due to the frontal collision, when the movement of the safety belt is 300 ... 400 mm. To reduce the severity of injuries obtained by a driver with frontal collisions, which make up about 50% of all road traffic accidents, use various designs of trauma-safe steering mechanisms. To this end, besides the steering wheel with a recessed hub and two knitting, allowing to significantly reduce the severity of the injured injuries when they hit, the steering mechanism establishes a special power-eyed device, and the steering shaft is often compiled. All this ensures a slight movement of the steering shaft inside the body of the car with frontal collisions with obstacles, cars and other vehicles.

In the trauma-safe steering controls of passenger cars, other power-eyed devices are used, which connect composite steering shafts. These include rubber couplings of a special design, as well as a Japanese flashlight device, which is made in the form of several longitudinal plates, welded to the ends of the connected parts of the steering shaft. In collisions, the rubber coupling is destroyed, and the connecting plates deform and reduce the movement of the steering shaft inside the body's cabin. The main elements of the wheel assembly are the rim with a disc and pneumatic tirewhich can be bluish or consist of a tire, cameras and rim tape.

Spare outputs

The hatches of the roof and buses windows can be used as spare outputs for the rapid evacuation of passengers from the cabin at an accident or fire. For this purpose, there are special means for opening emergency windows and hatches outside the passenger premises of the buses. So, the glasses can be installed in the bodies of the body on a two-castled rubber profile having a lock cord. If the danger occurs, it is necessary to pull the lock cord with the help of a bracket attached to it, and squeeze the glass. Some windows are suspended in the opening on the loops and are supplied with handles to open them outward.

Devices to actuate emergency yields in operation should be in a working condition. However, during the operation of buses, the ATP employees often remove the bracket on emergency windows, fearing the intentional damage to the windows seal with passengers or pedestrians in cases where it is not dictated by the need. Such "prudency" makes it impossible to emergency evacuation of people from buses.

3. Basic regulatory documents regulating road safety.

The main regulatory documents regulating the safety of road traffic are:

1. Laws:

Federal Law of the Russian Federation "On BDD" from 10.12.95g. №196-ФЗ;

Code of RSFSR on Administrative Offenses;

Criminal Code of the Russian Federation;

Civil Code of the Russian Federation;

Decree of the Government of the Russian Federation of September 10, 2009 No. 720 (ed. Dated 12/22/2012, with change of 08.04.2014) "On approval of technical regulations on the safety of wheeled vehicles";

Decree of the President of the Russian Federation No. 711 of 15.06.98. "On additional measures to provide the BDD".

2. GOST and NORMS:

GOST 25478-91. Motor vehicles. Requirements for technical condition under the BD conditions.

GOST R 50597-93. Car roads And streets. Requirements for operational state, permissible under the conditions for ensuring the BDD.

GOST 21399-75. Cars with diesel engines. The smoke of exhaust gases.

GOST 27435-87. Level of external car noise.

GOST 17.2.2.03-87. Nature. Norms and methods for measuring the content of carbon monoxide and hydrocarbons in the exhaust gases of cars with gasoline engines.

3. Rules and regulations:

Rules for the transport of dangerous goods by road of the Russian Federation8.08.95. №73;

The main provisions for vehicles to operate and the obligation of officials to provide the BDD. Resolution of the Council of Ministerial Government of the Russian Federation 23.10.93g. №1090;

Regulation on providing BDD in enterprises, institutions, organizations carrying out the transport of passengers and goods. Ministry of Transport of the Russian Federation 09.03.95 №27.

Instructions for the transport of large-sized and heavy cargoes by road on the roads of the Russian Federation. Ministry of Transport of the Russian Federation 27.05.97.

Order of the Ministry of Health of the Russian Federation "On the procedure for holding preliminary and periodic medical examinations of employees and medical regulations for admission to profession" No. 90 of 14.03.96.

Regulations on the procedure for conducting certification, holding the posts of executive managers and specialists of enterprises of transport. Min.trans.rf and min.truda RF 11.03.94 №13. / 111520.

Regulations on ensuring the safety of passenger transport by buses. Min.trans. RF 08.01.97. №2.

Regulations on the working time and time of recreation drivers. The State Committee on Labor and Issues and the WCSPS 08/16/77 №255 / 16.

Order of the Ministry of Health of the Russian Federation "On approval of first aid kit (automotive)" No. 325 of 14.08.96.

Regulations on the Russian transport inspection. Ministry of Transport of the Russian Federation Government of the Russian Federation 26.11.97. №20.

4. Active and passive safety TC category M1

2. Requirements for active safety

2.1. Brake System Requirements

2.1.1. The vehicle is equipped with brake systems capable of performing the following braking functions:

2.1.1.1. Working brake system:

2.1.1.1.1. Acts on all wheels from one control body

2.1.1.1.2. When exposed to the driver to the control body from its seat, when the driver is located on the driver on the steering organ - slows down the movement of the vehicle up to a complete stop both when moving forward and reverse.

2.1.1.2. Spare brake system capable:

2.1.1.2.1. For vehicles with four and more wheels - to influence brake mechanisms by means of at least half of the two-circuit working braking system, at least two wheels (on each of the parties of the vehicle) in case of refusal to the working brake system or brake amplifier systems;

2.1.1.3. Parking brake system:

2.1.1.3.1. Slows down all the wheels at least one of the axes;

2.1.1.3.2. It has a governing body, which, being powered, is able to maintain the inhibited state of the vehicle only mechanically.

2.1.2. Brake forces on wheels should not arise if the controls of the brake systems are not involved.

2.1.3. The effect of working and spare brake systems provides a smooth, adequate reduction or an increase in the braking forces (vehicle slowing) with a decrease or magnification, respectively, the impact force on the brake system management body.

2.1.4. Vehicles having four wheels and more, the hydraulic brake system is equipped with a red signal indicator, which turns on by a signal from the pressure sensor that informs any part of the hydraulic brake system associated with the leakage of the brake fluid.

2.1.5. Control and control bodies.

2.1.5.1. Working brake system:

2.1.5.1.1. A foot control (pedal) is applied, which moves without interference, when the leg is in its natural position. This requirement does not apply to vehicles intended for managing persons whose physical capabilities do not allow control of the vehicle with the help of legs and vehicles of categories L.

2.1.5.1.1.1. When the pedal is pressed, the pedal should remain a gap between the pedal and the floor.

2.1.5.1.1.2. When releasing the pedal must be completely returned to its original position.

2.1.5.1.2. The working brake system provides compensation adjustment due to the wear of the friction material of the brake linings. Such adjustment should be automatically carried out on all vehicles having four wheels and more.

2.1.5.1.3. In the presence of individual bodies for working and emergency braking systems, simultaneous actuation of both controls should not lead to simultaneous disconnection of working and emergency braking systems.

2.1.5.2. Parking brake system

2.1.5.2.1. The parking brake system is equipped with a control body independent of the working brake system control. The control body of the parking brake system is equipped with a workable locking mechanism.

2.1.5.2.2. The parking brake system provides manual or automatic compensation adjustment due to wear of the friction material of the brake linings.

2.1.7. In order to ensure periodic technical testing of brake systems, it is possible to check the wear of the vehicle braking linings using only usually attached to it or devices, for example, with the help of appropriate observation holes or in any other way. Alternatively, sound or optical devices of the driver warning are allowed at its workplace about the need to replace the lining. A yellow warning signal can be used as a visual warning signal.

2.2. Requirements for tires and wheels

2.2.1. Each tire installed on the vehicle:

2.2.1.1. It has a molded label at least one of the signs of conformity "E", "E" or "DOT".

2.2.1.2. It has a molded marking of the tire size indication, the bearing capacity index and the speed category index.

2.3. Requirements for reviews

2.3.1. The driver who will control the vehicle must be able to freely see the road in front of himself, and also have a review on the right and to the left of the vehicle.

2.3.2. The vehicle is equipped with a built-in on a constant basis into a system design capable of cleaning windscreen from icing and fogging. The system that uses the heated air to clean the glass must have a fan and air supply to the windshield through the nozzle.

2.3.3. The vehicle is equipped with at least one wiper and at least one nozzle of windshield carrier.

2.3.4. Each of the wiper brushes after shutdown automatically returns to the initial position located on the border of the cleaning zone or below it.

2.4. Speedometer requirements

2.4.2 Speedometer readings are visible at any time of the day.

2.4.3. The speed of the vehicle according to the speedometer indications should not be less than its actual speed.

3. Passive security requirements

3.1. Requirements for injuries security steering of vehicles categories (with automotive layout)

3.1.1. Steering wheel It should not engage and capture part of the clothing or driver's jewelry with the usual effect on it.

3.1.2. The bolts used to attach the steering wheel to the hub, if they are outside, the flush with the surface.

3.1.3. Unfolded metal spokes can be used if they have installed rounding radii.

3.2. Requirements for seat belts and their fastening

3.2.1. Vehicle seats M1 categories (with automotive layout) Except for seats intended for use exclusively in a fixed vehicle are equipped with seat belts.

In the case of seats capable of rotating or installed in other directions, it is necessary to equip seat seat belts only installed in the direction intended for use when vehicle movement.

3.2.2. Minimum requirements for seat belt types for various types of seats and categories of vehicles are shown in Table 3.1.

3.2.3. The safety belts are not allowed to use retractation devices:

Table 3.1 Minimum requirements for seat belts

3.2.3.1. Which do not have the length of the length of the elongated strap;

3.2.3.2. Which require manually actuate to obtain the desired length of the straps and which are automatically locked after the user achieved the desired length.

3.2.4. Belts with a mount at three points and retractor devices have at least one retractor device for diagonal straps.

3.2.5. Except for the case specified in paragraph 3.2.6, for each passenger seatsequipped with a safety airbag, a sign of warning against the use of a children's retaining device installed against the direction of movement is provided. A warning label in the form of a pictogram that may contain explanatory text is securely attached and is placed in such a way that it can see her face, intending to install a children's holding device on this seat, located against the direction of movement. A warning sign should be visible in all cases, including the door closed.

Pictogram - red;

Seat, children's seat and the contour line of airbag - black;

The words "Air Bag" ("Airbag"), as well as airbags - white.

3.2.6. The prescriptions of paragraph 3.2.5 do not apply if the vehicle is equipped with a touchscreen mechanism that automatically determines the presence of a children's holding device installed against the direction of movement and does not allow the airbag in the presence of such a children's retaining system.

3.2.7. Safety belts are installed in such a way that:

3.2.7.1. There was practically no possibility of slipping from the shoulder correctly a belt as a result of the driver's shift or a passenger forward;

3.2.7.2. Practically absent is the possibility of damage to the strap straps when contacting with sharp solid elements of the vehicle design or the seat of children's holding systems and children's holding systems ISOFIX.

3.2.8. Design and installation of seat belts allow you to be fastened to them at any time. If the seat assembly, or the seat cushion, and / or the back of the seat can be added to provide access to the back of the vehicle or a cargo or luggage compartment, then after they are folded and subsequent installation in the usual position of the security belts must be accessible or easy to remove from - The seat of the seat, or because of it the user without any assistance.

3.2.9. The device that serves to open buckles is well visible and easily accessible to the user and designed in such a way as to be excluded the possibility of its unexpected or random opening.

3.2.10. The buckle is located in such a place so that it is easily accessible to the rescuer if it is necessary to urgently freeze the driver or passenger from the vehicle.

3.2.11. The buckle is installed in such a way as in the open state and under the weight of the user's weight, it could open it with a simple movement as left and right hand in one direction.

3.2.12. The belt is either adjustable automatically or has such a design so that the manual adjustment device is easily accessible to the seated user and convenient and easy to use. In addition, the user must be able to tighten the belt with one hand, sewing it under its type and position in which the seat of the vehicle is located.

3.2.13. Each seat for seating is equipped with places of safety for the safety belts corresponding to the type of belt used.

3.2.14. If to provide access to the front and rear seats A double-handed door design is used, the design of the belt mounting system should not prevent the free entry into the vehicle and output from it.

3.2.15. Fastening sites are not located on thin and / or flat panels with insufficient rigidity and amplification or in thin-walled pipes.

3.2.16. For visual inspection Safety belts fastening places are not observed in welded seam, visible non-verbs.

3.2.17. Bolts used in the design of the seat belt mounting places should be class 8.8 or more durable. Such bolts are marked with the designation 8.8 or 12.9 on the hex head, however 7/16 bolts? Unf for fastening seat belts (with anodized coating), not labeled by said notation, can be considered as an equivalent bolt. The diameter of the thread bolts is not less than M8.

3.3. Requirements for seats and their attachments

3.3.1. The seats are securely attached to the chassis or other parts of the vehicle.

3.3.2. On vehicles equipped with the mechanisms of longitudinal adjustment of the position of the pillow and the angle of tilt the seat of the seat or the mechanism of movement of the seat (for landing and disembarking passengers), these mechanisms must be operational. After stopping the regulation or use, these mechanisms are automatically blocked.

3.3.3. Headrests are installed on each front side seat of vehicles of categories M1.

3.4. Requirements for injuries security of internal equipment of vehicles category M1.

3.4.1. The surface of the internal volume of the passenger premises of the vehicle should not have sharp edges.

Note: the sharp edge is the edge of a solid material that has a radius of rounding smaller than 2.5 mm, with the exception of protrusions on the surface with a height of no more than 3.2 mm. In this case, the requirement of the minimum radius of curvature does not apply under the condition that the height of the protrusion is no more than half of its width and its edges dulted.

3.4.2. The facial surfaces of the skeleton of the seat, behind which the seat is located intended for normal use during the vehicle movement, in the upper and rear part are covered with a non-rigid upholstery material.

Note: A non-rigid upholstery material is considered to be a material that has the ability to join the finger by pressing the finger and returns to its original state after removing the load, and being compressed, retains the ability to protect against direct contact with the surface that it covers.

3.4.3. Shelves for things or similar elements of the interior do not have brackets or fastening parts with protruding edges and, if they have parts protruding in the vehicle, then such parts have a height of at least 25 mm, with edges, rounded radii, not less than 3.2 mm, and covered with non-rigid upholstery.

3.4.4. The inner surface of the body and elements installed on it (for example, handrails, lamps, sun visors), which are in front and from above from the seated driver and passengers, which can contact with a 165 mm diameter sphere, in the case of their protruding parts from rigid material, satisfy The following requirements:

3.4.4.1. The width of the protruding parts is no less than the magnitude of the speech;

3.4.4.2. In the event that these are roof elements, the radius of rounding edges is not less than 5 mm;

3.4.4.3. In case, the components installed on the roof, the radii of the rounding edges of the contacting edges should not be less than 3.2 mm;

3.4.4.4. Any roof strips and ribs except for the front frames of glazed surfaces and door frames made of hard material do not protrude down more than 19 mm.

3.4.5. The requirements of paragraph 3.4.4 are applied, including vehicles with the opening roof, including opening and closing devices located in the closed position, but do not apply to vehicles with a folding soft roof in part of the details of the folding tops covered with non-rigid upholstery material, and elements of the frame of the folding roof.

3.5. Requirements for doors, locks and hinges of vehicle doors Categories M1

3.5.1. All doors opening access to the vehicle have the ability to be securely fixed by locks in the closed state.

3.5.2. The mechanisms of door locks for the entry and exit of the driver and passengers have two positions of locking: intermediate and final.

3.5.3. The mechanisms of door locks fixed on the hinges are not opening in an intermediate or in the final positions of locking when an application of force equal to 300 N.

3.6. Requirements for trauma safety of external protrusions of vehicles Categories M1

3.6.1. In the zone of the outer surface of the body located between the floor line and the height of 2 m from the road surface, there are no structural elements that could capture (hook) or would increase the risk or severity of injury to any person that can come into contact with the vehicle.

3.6.2. Emblems and other decorative objects protruding by more than 10 mm, including any substrate, above the surface to which they are attached, have the ability to deviate or be laid out when it is applied to it 100 H, and in the deflected or broken state do not protrude above the surface, which they are attached, more than 10 mm.

3.6.3. Wheels, nuts or fastening bolts, hub caps and wheeled caps do not have pointed or cutting edges protruding the surface of the wheel rim.

3.6.4. Wheels do not have barbell nuts.

3.6.5. Wheels do not protrude beyond the outdoor body loop in the plan, with the exception of tires, wheel caps and fastening nuts.

3.6.6. Side air deflectors or drainage gutters in the event that they are not bent towards the body, so that their edges can not touch the ball with a diameter of 100 mm, have radius of rounding edges of at least 1 mm.

3.6.7. The ends of the bumpers are bend in the direction to the body, so that the balloon with a diameter of 100 mm could not come into contact with them, and the distance between the edge of the bumper and the body does not exceed 20 mm. Alternatively, the ends of the bumper can be recessed in the deepening of the body or have a common surface with the body.

3.6.8. Towing coupling and winches (if available) do not advocate the front surface of the bumper. It is allowed that the winch makes it for the front surface of the bumper, if it is closed with a corresponding protective element having a radius of rounding by less than 2.5 mm.

3.6.9. For vehicles, the M1 category does not protrude for the outer surface of the body handle of the door and the trunk by more than 40 mm, the remaining protruding elements are more than 30 mm.

3.6.11. The open ends of the rotary handles rotating parallel to the door plane should be bent towards the surface of the body.

3.6.12. Rotary handles that rotate out in any direction, but not parallel to the plane of the door, in the closed position are protected by a safety frame or plunge. The end of the handle is sent either back or down.

3.6.13. Window glass winding with respect to the outer surface of the vehicle, when opening, do not have edges ahead, and also do not protrude as the edge of the overall width of the vehicle.

3.6.14. The rims and visors headlights do not perform in relation to the most protruding point of the surface of the headlight glass by more than 30 mm (with a horizontal measurement from the contact point of the sphere with a diameter of 100 mm simultaneously with the headlight glass and with a rim (visor) headlights).

3.6.15. Brackets for the jack do not protrude for the vertical projection of the floor line, located directly above them, more than 10 mm.

3.6.16. The outlet pipes protruding the vertical projection of the floor line located directly above them, ends with a nozzle or rounded edge with a radius of rounding at least 2.5 mm.

3.6.17. The edges of the footrest and steps should be collected. 3.6.18. The radius of curvature protruding the edges of the side of the side air fairies, rainpels and anti-sinic disflexes of windows is performed at least 1 mm.

3.7. Requirements for rear and side protective devices

3.7.2. The rear protective device in the width should be no more than the width of the rear axle and is not shorter than it by more than 100 mm on each side.

3.7.3. The height of the rear protective device must be at least 100mm.

3.7.4. The ends of the rear protective device should not be bent back.

3.7.5. The rear surface of the rear protective device should defend from the rear dimension of the vehicle by no more than 400 mm.

3.7.6. The edges of the rear protective device are spinning with a radius of at least 2.5 mm.

3.7.7. The distance from the reference surface to the lower edge of the rear protective device at all of its length does not exceed 550 mm.

3.7.8. The side protective device should not be for the dimensions of the vehicle in width.

3.7.9. The outer surface of the side protective device should defend from the lateral dimensions of the vehicle inside no more than 120 mm. In the back for at least 250 mm, the outer surface of the side protective device should defend from the outer edge of the outer rear tire inside no more than 30 mm (excluding the tire deflection at the bottom under the weight of the vehicle). Bolts, rivets and other mounting parts can perform at a distance of up to 10 mm from the outer surface. All edges are closed by a radius of at least 2.5 mm.

3.7.10. If the side protective device consists of horizontal profiles, the distance between them should be no more than 300 mm, and their height should be at least:

3.7.11. The front end of the side protective device horizontally is:

3.7.11.1. For trucks Not more than 300 mm from the rear surface of the front wheel tire. If a cabin is located in the specified zone, then no more than 100 mm from the rear surface of the cabin;

3.7.11.2. For trailers no more than 500 mm from the back of the front wheel tire tread;

3.7.11.3. For semi-trailers no more than 250 mm from the supports and no more than 2.7 m from the center of the pivot.

3.7.12. The rear end of the side protective device by horizontal is not more than 300 mm from the front surface of the tire tire of the rear wheel.

3.7.13. The distance from the supporting surface to the lower edge of the side protective device at all of its length does not exceed 550 mm.

3.7.14. Constantly fixed on the bodies of the vehicle spare wheel, container for rechargeable batteries, Fuel tanks, brake system receivers and other components can be considered as part of the side protective device, if they satisfy the above requirements for its dimensional characteristics.

3.8. Fire safety requirements

3.8.1. Fuel, which can shed when filling the fuel tank (tanks), does not fall on the exhaust system of exhaust gases, and is given to the soil.

3.8.2. The fuel tank (tanks) is not located in the passenger room or another branch, which is its component, and does not make any of its surface (floor, wall, partition). Passenger premises separated from the fuel tank (tanks) by partition. The partition may have holes, provided that they are arranged in such a way that under normal operating conditions, fuel from the tank (tanks) could not freely flow into the passenger room or another separation, which is its component.

3.8.3. The bulk neck of the fuel tank is not in the cabin, in the luggage compartment and in motor compartment and is supplied with a lid to prevent fuel pouring.

3.8.4. The lid of the bulk neck is attached to the bulk tube.

3.8.5. Prescriptions of clause 3.8.4. Also considered to be fulfilled if measures taken to prevent leakage of excessive vapors and fuel in the absence of a lid of a bulk neck. This can be achieved with one of the following measures:

3.8.5.1. The use of a fixed lid of the fuel tank of the fuel tank, opening and closing automatically;

3.8.5.2. Use of structural elements that do not allow leakage of excess vapor and fuel in the absence of a liquid neck cover;

3.8.5.3. Taking any other measure that gives a similar result. Examples may include, in particular, using a cover on a cable, covers equipped with a chain, or a lid, to open which the same key is used as for the vehicle ignition lock. In the latter case, the key should be removed from the lock cover of the bulk neck only in the locked position.

3.8.6. The seal between the lid and the bulk tube is firmly fixed. In the closed position, the lid adjacent to the seal and the bulk tube.

3.8.7. Next to the fuel tank (tanks) there are no protruding parts, sharp edges, etc., so that the fuel tank (tanks) is protected in case of the front or lateral collision of the vehicle.

3.8.8. Components fuel system They are protected by parts of the chassis or body from contact with possible obstacles on the ground. Such protection is not required if the components located at the bottom of the vehicle are located relative to the soil above the part of the chassis or body located in front of them.

5. Ways to increase external passive safety

External passive safety reduces injuries of other participants in motion: pedestrians, drivers and passengers of other vehicles involved in an accident, and also reduces mechanical damage to the cars themselves. This safety is possible when there are no protruding handles, sharp corners on the outer surface of the vehicle.

Literature

1. Theory and design of the car and engine

2. Vakhlam V.K., Shatrov M.G., Yurchevsky A.A. Agafonov A.P., Plekhanov I.P. Car: Tutorial. ? M.: Enlightenment, 2005.

3. Decision of the Government of the Russian Federation of September 10, 2009 No. 720 (Ed. Dated 12/22/2012, with ame. Dated 04/08/2014) "On approval of technical regulations on the safety of wheeled vehicles"

4. Volgin V.V. Textbook driving a car. ? M.: Astrel? AST, 2003.

5. Nazarov Tutorial on driving a car. - Rostov N / D: Phoenix, 2006.

Posted on Allbest.ru.

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The safety of the vehicle is a set of problems whose solution primarily concerns improvements aimed at improving the active security of the driver "Driver - the car" (Fig. 1).

Fig. 1. Control scheme.

Geographic conditions (Descent; lifts; winding of roads; turns, intersection, etc.)

Road conditions (Type of coating (asphalt, gravel); condition (wet, dry); road lighting; traffic (density of transc. Flow))

Climatic conditions (Atmospheric (temperature, humidity, pressure); pavement temperature)

Technogenic conditions (Clutch wheels with expensive by the protector; wheels rotation speed; sprinkler speed; side acceleration; side railway wheel.)

A.- Sensor unit (power rotation angle; car rotation angle around the vertical axis; lateral acceleration.

B.(OIA) - Driver's control reactions (are a response of subjective thinking on road conditions of movement (physical and mental state))

C.- block of sensors (temperature, humidity, pressure; road surface temperatures)

D.- ABS Wheel Sensor Block

E.- Central on-board computer (microprocessor) with integrated logical and computational functions of active safety systems. Contains (RAM; ROM; ADC).

F. - block of terminal transducers of electrical signals into non-electrical exposure

Dis / N. - driver information system drivers and a visual electrical signal converter to an optical image

EDD / CD - Electric motor and valve damping active suspension (ADS)

EDN / ND. - electric motor and supercharger high pressure (VDC)

EDT / GK - Electric motor and hydroclap (ABS)

Shad / Dr. - Stepper electric motor and throttle (ASR)

G.- block of driver's control bodies (VI - visual indicators; RK - steering wheel; PT - brake pedal; GHG - gas pedal)

Active security includes the driver's skill to evaluate the road situation and choose the most secure movement mode, as well as the possibility of vehicle (TC) to implement the desired safe movement mode. The second depends on performance characteristics TC, such as controllability, sustainability, brake efficiency and the presence of specialized devices providing additional properties of the active safety system of the car. Improving the above indicated operational characteristics of cars to increase their level of active safety is implemented by applying additional electrofiled systems in the hydraulic circuit (as well as the pneumatic) working brake system (Fig. 2).

Fig. 2. ABS - Anti-Lock Brake System

1 - ABS control unit, hydraulic unit, pumping pump; 2 - wheel speed sensors.

It is known that often in an accident is not the carelessness and inattention of the driver, and its inertness of perception, leading to the retardation of the reaction to rapidly changing conditions of movement. The average driver does not have the ability to instantly perceive an unexpectedly appearing slip between wheels and expensive and quickly take measures to ensure the controllability of the car and implement the safe trajectory of the movement (Fig. 3).

Fig. 3. Car braking parameters

V - vehicle speed, m / s; Jz - acceleration of deceleration, m / s ^ 2;

tP - the driver's reaction time (the decision on braking, transfer the legs from the accelerator pedal to the brake pedal) Tp \u003d 0.4 ... 1 C (in the calculations, 0.8 s).

tPR - the response time of the brake drive (from the beginning of clicking on the brake pedal until the deceleration occurs) depends on the type of actuator and its state of TPR \u003d 0.2 ... 0.4 C for hydraulic and 0.6 ... 0.8 s For pneumatic.

tY - Time to increase the deceleration from the beginning of the brakes to the maximum value (depends on the efficiency of braking, the load of the car, type and state of the roadbed; TY \u003d 0.05 ... 0.2 C for cars and 0.05 ... 0.4 s for hydraulic trucks and buses.

When braking the car, such road conditions are possible when the brakes are blocked due to low clutch with the roadpapers, as a result, the driver loses control over the trajectory of the car movement.

There is also a problem in the interaction of the driver with the car - the lack of reliable information about the degree of inhibition and the degree of realization of the limit clutch of each wheel separately. The absence of this information is often the main cause of the car disruption in the form of a drift or demolition.

In the system "Driver - Car - Road" Performance of instant actions (faster than 0.1C), onboard electronic automation should be performed, and not the driver, based on the real situation of movement.

To solve the above-mentioned problems, special anti-lock brakes were developed, called anti-lock systems (ABS, ABS, it. Antiblockiersystem, English. Anti-Lock Braking System).

Anti-locking devices were developed since the 20s of the last century and in the 80s already serially equipped some models of cars, first in the form of mechanical, and then electromechanical structures.

Modern electronic abs associates in the design and logic of the automatic control system of the braking process, not only preventing wheel blocking, but also performing the function of optimal control of the car, implemented by the enclosure of the wheels with the surface of the road during the car braking. Equipment of cars by such systems allows to reduce the likelihood of road accidents. The purpose of such a car management is to implement the vector of its speed asked by the driver by influencing the controls, taking into account the technical capabilities of the car and the road situation. In this case, a driving or braking moment is applied to the wheel, changing its speed, and due to the connection of the wheel with the road, and the speed of the car.

The introduction of such electronic automatic control systems (ESAU) to the working brake system allows on the basis of the information on the parameters of the movement of the car (the speed of rotation of each wheel) to prevent the blocking of the wheels when braking, thereby providing some degree of controllability and road safety.

Experience operating ABS and its improvement made it possible to expand the control capabilities of the driver - car - road system, performing additional automobile management functions. For example, other automatic control systems for hydraulic brakes are also implemented on the ABS structural base, for example, the anti-skiing system (PBS, ANTI-SLIP Regulation - ASR), also called the engine torque control system. This system not only affects the brakes of the car, but also to a certain extent on the control of the engine. Increasing ABS capabilities, made it possible to implement the differential electronic blocking function (EBD, Elektronische Differential Spree - EDS) of the car's leading bridge. Together with ASR and EDS systems, the brake force distribution system is used between the EBV car axes (ELEKTRONISHE BREMSKRONISTVERTEILUNG).

In addition to aBS systems and ASR into the car traffic dynamics management system German engineers included the control system active suspension (ACR) and steering control system (APS). Thus, on the basis of these systems (ABS, ASR, ACR, APS), a unified automatic control rate of the vehicle (VDC - Vehicle Dynamics Control) was formed. Currently, there is a further development of the active safety systems of the car, providing coursework stability of the car. Known various names of this kind of systems : ESP (Automatisches Stabilitats Management System), DSC (Dynamic Stability Control), FDR (Fahrdynamik-Regelung), VSA (Vehicle Stability Assist).

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