Safety Champion: The new M-Class scores 5-star rating at EuroNCAP crash tests

We are delighted to announce the new Mercedes-Benz M-Class achieved the maximum 5-star rating at the latest session of EuroNCAP crash tests. The efforts carried out by engineers in order to create the best-in-class safety concept for the ML have payed off, as the midsized SUV managed to grab a safety score of 96% for adult occupants protection, 75% for child safety, 60% for pedestrian protection and an overall 86% for safety assistance.

Read further specific details on this subject and see more images/videos taken during the crash tests by heading over to EuroNCAP >> HERE.


Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

Use Common Sense on the Roads People!

The streets of america are a rough place...no I am not talking about growing up on the streets, I am talking about driving on them. Yeah maybe you need a new air suspension strut or air suspension compressor but that is not what makes them a rough place. What makes them bad is the other drivers, yes that means YOU and me and everyone else around. Every person has seen the news story when they end with "this horrible crash could have been avoided" but what does that really mean? what can we take away from that statement?

Cars and trucks are basically weapons on wheels, they are 3000+ lbs of unforgiving steel. People tend to forget the responsibility that goes along with driving a vehicle, the government regulates guns and driving for good reason. Sure we have all had that phone call or text come in while sitting in traffic and answered it while driving. There are signs on the road, ads in magazines and spots on TV telling us all not to text and drive. Texting and driving is as dangerous as drinking and driving but most drives just ignore the dangers.

Most phones nowadays have a feature called voice text which will take what you say and translate it to text that can be sent. The feature will also read texts back to you for added safety on the road. Phones are not the only issue when  people are behind the wheel, laziness and ignorance play a huge role in accidents as well. Law enforcement will tell us that speeding is the cause of accidents and in some ways that is true but on average it is not. Accidents are just that accidents cause by mis-judgments of a situation or just not paying attention. "I swear i didn't see him there!" but the truth is you didn't look and this happens all the time. It is time for us all to take responsibility for our actions behind the wheel and make the driving world a safer place to be.

8th VDI Safety Conference focuses on the electric drive: "Further halving of the number of traffic accident fatalities"

On the 5th and 6th October, the Association of German Engineers ("Verein Deutscher Ingenieure" - VDI) organised its 8th Safety Conference in Berlin, under the chairmanship of Prof. Dr. Ing. Rodolfo Schöneburg, Head of the Passive Safety Centre at Mercedes-Benz, and Prof. Dr. rer. nat. Volker Schindler, Head of the Department of Automotive Engineering of the Technical University of Berlin. The focal point of the conference was the topic of the safety of vehicles with alternative drives.


In his opening address to the conference, Prof. Dr. Schöneburg said: "To reduce the number of accidents even further, it is essential that we no longer just concentrate on the actual collision, but also take into account the pre-accident and post-accident phases." When it comes to the safety of future mobility, he also explained that it is important to achieve further improvements in all phases, from the origins of the accident right through to the rescue.

The "Berlin Declaration", published by the VDI at the start of the conference, outlines the focal points for road safety research:

- avoid accidents with the aid of sensor-based assessment of the environment, communication between vehicles and the environment as a whole (Car2X Communication), and also investigation of the origins of accidents
- reduce the consequences of accidents by making use of the pre-accident phase as well as innovative safety technology
- new potentials for the protection of occupants and unprotected road users
- formulate effective safety standards and requirements and ensure they are harmonised on a global basis. This also includes promoting the comparability of the Real Life Performance of future designs and solutions by means of global uniform data collection and analysis

In his introduction, Prof. Dr. Schöneburg pointed to the fact that the number of victims of traffic accidents has fallen significantly in past years. "The EU initiative to halve the number of deaths on the roads has also been very successful in the last decade." However, with reference to current accident statistics, the rapid growth of individual mobility worldwide as well as new drive concepts, Schöneburg also warned: "Any further reduction in the number of accident victims is not something which will just occur automatically of its own accord. Considerable efforts are still required in order to continue to make progress."

Speaking on the sidelines of the VDI conference, Prof. Dr. Schöneburg also added: "The goal of a further halving of the number of traffic accident fatalities can only be achieved if we continue to democratise innovative safety systems. Mercedes-Benz is leading the way by setting a good example in this area. In the new B-Class, for example, the PRE-SAFE preventive safety system has been made available for the first time in the compact class. The B-Class also features another world's first as standard in the form of COLLISION PREVENTION ASSIST, a radar-based system designed to prevent rear-end collisions, as well as a whole host of other assistance systems.

The second day of the conference was opened by Dr. Andreas Truckenbrodt with a keynote speech entitled "Electric mobility on the brink of commercialisation". As CEO of the AFCC Automotive Fuel Cell Cooperation, a majority joint venture between Daimler AG, Ford Motor Company and Ballard Power Systems headquartered in Vancouver (Canada), Dr. Truckenbrodt gave an overview of the current status of fuel cell research. He also warned against patent remedies ("The key lies in the portfolio of drive technologies, including battery and fuel cell"), analysed the state of the art ("Costs are the main challenge") and responded to the question: what changes will occur in the area of safety?

Mercedes-Benz also highlighted specific ways in which the goals of the "Berlin Declaration" could be achieved with the following specialist presentations:

- Pre-Crash innovation as part of integral safety – an examination of the reversible PRE-SAFE® Pulse System (presented by Dipl.-Ing. (FH) Dipl.-Wirt.-Ing. (FH) Markus Woldrich, Head of the Exterior/Passive Safety Cost Team)

- International harmonisation of accident data: progress report of the iGLAD project (Initiative for the Global Harmonization of Accident Data) of the FIA/ACEA (presented by Dipl.-Ing. Dirk Ockel, Head of Accident Research)

- Necessary measures for examining (e.g. crash) entire vehicles with alternative drives and their components (presented by Prof. Dipl.-Ing. Norbert Schaub, Head of Passive Safety Testing, Life Cycle Testing, NVH, and Vehicle Functions)

Source: Daimler AG

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

The new Mercedes-Benz B-Class: Passive safety - Of skate runners and vampire teeth

The new B-Class is the Mercedes-Benz among compact cars, offering a correspondingly high standard of passive safety. The body-in-white provides the basis here, both in terms of material – the proportion of high-strength and ultra-high-strength sheet steel stands at 67 percent – and with regard to its structural design. Key features of the front-end structure are the systematic implementation of an available crash length of 435 millimetres, load distribution over several planes, the new bulkhead and floor concept and the integral support frame as a deformation element.


A total of three longitudinal member planes – consisting of the straight front longitudinal members, a second, upper plane attached to the front end consisting of extruded aluminium box sections and a third plane at the bottom in front of the integral support frame – allow impact energy to be reduced in a controlled manner.

The integral support frame provides the torque support for the transverse engine/transmission block and serves to attach the components for the front axle and steering. It consists of several steel plates, some in ultra-high-strength steel, and a hydroformed tube. In order to optimise its deformation properties, the integral support frame is connected via two aluminium struts leading forward to the aluminium radiator mount located under the front end. In the event of a frontal impact, forces can be discharged at an early juncture into the integral support frame via this third load path, in order to ensure the best possible energy dissipation.

A plastic crash wedge which is fitted at the rear of the front wheel arches helps to ensure that the wheels do not slide under the front doors in the event of a high-impact crash, irrespective of the turning angles. This means that it will be possible to open the doors, even after a serious accident.

The bulkhead also incorporates a special feature: So-called "skate runners" in front of the two middle longitudinal members discharge forces into the floor. The continuous floor structure consists of a total of four straight longitudinal members. The tunnel roof reinforcements at front and rear combine with the tunnel to provide a further closed profile supporting the front end.

Controlled deformation: protection in side-on crashes

Rigid side structures and defined deformation management help to safeguard the survival space for occupants in the event of side impact. Elements here include the so-called "pole support", a member fitted diagonally in the rear footwell between centre tunnel and floor side wall which is intended to prevent the floor from being torn open in the event of side impact with a tree.
High-strength steels are used in the upper area of the B-pillar, in order to minimise intrusion and to preserve the passenger cell in case of side impact. The lower area of the B-pillar is softer, in the interests of energy dissipation. The safety experts at Mercedes-Benz have christened the crack management system on the insides of the B-pillar "vampire teeth". In a serious side-on crash, the seat belt retractor presses against the inner wall of the B-pillar. To prevent this from leading to a transverse crack which might affect structural integrity, small, tooth-like recesses define the crack direction.

On all seats: intelligent restraint systems

The B-Class protects its passengers with up to nine airbags. The standard complement comprises driver and front-passenger airbag, a kneebag for the driver, large thorax-pelvis-bags incorporated in the seat to protect the chest, stomach and pelvis area and windowbags. The windowbags extend over both rows of seats to the A-pillar triangle. They serve to protect the occupants' heads from hard contact in the event of side impact and can also help to keep limbs inside the vehicle in an accident. The driver and front passenger airbags operate in two stages, according to the expected severity of impact. The gas generator first of all fills the driver's airbag with 60 and the front passenger's airbag with 70 per cent gas. If a more severe impact is forecast, the second stage of the gas generator will additionally be activated after a delay and the airbags will be filled at a higher pressure level. Sidebags for the rear are optionally available.

The high safety expertise of the B-Class's developers is reflected in a host of details. The deformable steering column yields by up to 100 millimetres when the driver exerts pressure on the airbag as a result of forward displacement in an accident, for example. The comfort features also reveal a fine touch: the driver's airbag is connected to a vibration absorber in the steering wheel to reduce vibrations, for example.

The head restraints for driver and front passenger are new developments.

The onus in developing the new restraints was on further reducing the risk of whiplash injury. Key to effective whiplash prevention is the best possible adjustment of the distance from the rears of the occupants' heads. The restraint incorporates a button for this purpose on the left-hand side (as seen in the direction of travel). This release mechanism can be pressed to unlock the head restraint and increase the distance between head and head restraint. The button does not need to be pressed in order to reduce the distance. This enables single-handed operation in all adjustment positions.

Family-friendly: comprehensive precautionary measures in the rear

An exceptional feature in the compact class: belt tensioners and belt-force limiters also feature on the outer rear seats as standard. The roller mechanism incorporates a torsion bar which turns when the load on the bar exceeds a defined value. In this way it limits the belt force and reduces the strain on the occupants.

The B-Class's family-friendly features also include Isofix child seat fasteners on the outer seats. Child seats can additionally be fixed to the vehicle by means of special anchorage points with top tethers.

Premiere in the compact class: preventive occupant protection system

The PRE-SAFE®preventive occupant protection system which features in the B-Class is available for the first time in this vehicle category. This represents a further step in the ongoing democratisation of this innovation, which was premiered in the S-Class in 2002.

PRE-SAFE® from Mercedes-Benz uses the time between detection of a potential accident situation and a possible collision to initiate preventive protection measures, thus reducing the loads exerted on the occupants in the event of a crash by up to 40 percent.

Core features of PRE-SAFE® are reversible belt tensioning, the closing of side windows and sliding sunroof when critical lateral dynamics are detected and adjustment of the fully electric front passenger seat with memory function to an ideal position for maximum effectiveness of the restraint systems.

PRE-SAFE® is activated when one of the following parameters is met: emergency braking, panic braking, pronounced over- or understeering, critical steering movements or heavy support by adaptive Brake Assist.














Source: Daimler AG

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

The New Mercedes-Benz SLS AMG Roadster: Perfect open-top performance - IV

Bodyshell and safety: Lightweight construction and stability for outstanding driving dynamics and best-possible safety

Driving dynamics that are the hallmark of the brand, uncompromising lightweight construction, maximum stability and typical Mercedes safety – all these apply to the SLS AMG Roadster. These four factors take their origin from the aluminium spaceframe, which at 243 kilograms is just two kilograms heavier than that of the gullwing variant. As the Roadster variant was already taken into account during the conceptual phase for the SLS AMG, the lightweight yet extremely rigid aluminium spaceframe was defined correspondingly early. Dispensing with the fixed roof and gullwing doors meant that the side skirts needed to be of more robust construction. Research and driving trials showed that the driving dynamics can be improved even further by this means, therefore side skirts with larger wall thicknesses and more chambers were developed for the open-top SLS AMG.


A few specific modifications to the aluminium spaceframe

In order to achieve handling dynamics identical to those of the Coupé, despite the lack of a fixed roof, the Roadster has two features designed to increase the rigidity of the bodyshell: the cross-member carrying the dashboard has additional supporting struts at the windscreen frame and at the centre tunnel, and a strut mounting stay between the soft top and the tank rigidifies the rear axle. These features prevent unwanted vibrations from the start, and make the use of additional, weight-increasing vibration dampers such as those often employed by competitors unnecessary. As another important aspect, it is only if the bodyshell has the requisite rigidity that the soft top can be safely and reliably opened and closed electrohydraulically while on the move at up to 50 km/h.

Owing to the omission of the coupé roof and gull-wing doors, the open-top SLS AMG has a reinforcing cross-member behind the seats which supports the fixed rollover protection system. Not forgetting the 250-watt subwoofer of the Bang & Olufsen BeoSound AMG high-end sound system: this is accommodated in the cross-member, as the Coupé-specific location on the parcel shelf is not available owing to the Roadster's soft top. One particular challenge was acoustic insulation of the cross-member, which acts as a subwoofer housing for the two 165-millimetre speakers connected in series. Numerous improvements became necessary before the required listening pleasure was achieved. It was only with the help of a special bulkhead within the aluminium cross-member that all audiophile standards could be satisfied.

Lightweight yet rigid aluminium spaceframe

The aluminium spaceframe provides the ideal conditions for a very lightweight but extremely rigid structure. It is not only high static and dynamic flexural and torsional rigidity that plays an important part, but also the absorption and transfer of extreme linear and transverse forces from the powertrain and suspension. The aluminium spaceframe of the SLS AMG Roadster consists of cast aluminium components and aluminium sections. Cast components are used at the nodal points where forces come together or where functions are highly integrated, i.e. where large forces must be transferred or where large components such as the doors or dashboard are attached. Cast components have the advantage of specific redirection of forces, and make it possible to vary wall thicknesses locally according to the loads encountered. Areas of greater rigidity can therefore be incorporated where required, for example at the chassis connections. Moreover, only the necessary wall thickness is provided at any point of the structure, which saves weight in the areas subject to lower forces.

With the help of so-called topology optimisation the cast components of the aluminium spaceframe are specifically weight-optimised: ribbed structures precisely follow the force paths, while wall thicknesses are reduced to a minimum in less highly stressed areas. Topology optimisation also helps to lower the vehicle's centre of gravity.

Torsionally rigid structure with an intelligent material mix

Lightweight aluminium sections connect the nodal points to a sturdy structure. The large, low-set cross-sections of these aluminium sections ensure high resistance torque, thus providing the required direct transfer of drive, braking and suspension forces. The structure prevents unwanted flexibility, which means that the vehicle responds rigidly, directly and almost without torsion.
50 percent of the intelligently designed, weight-optimised aluminium spaceframe is of aluminium sections, 26 percent of sheet aluminium, 18 percent of cast aluminium and 6 percent of steel. Maximum occupant safety is ensured by the use of ultra-high-strength, heat-formed steel in the A-pillars. The bodyshell weighs a mere 241 kilograms – an absolute benchmark in the super sports car segment in relation to the peak output of 420 kW (571 hp).

Low centre of gravity and transverse reinforcing struts for superb dynamism

The entire vehicle concept has been designed to achieve the lowest possible centre of gravity. This applies both to the low connection of the powertrain and axles, as well as to the arrangement of the rigidity-conducive bodyshell structure, which has been kept as low as possible. Examples include the rigid flexural and torsional connections between the front and rear section and the safety passenger cell, which have been realised consistently using force paths that are as low as possible. This results not only in a low centre of gravity, but also in a harmonious and therefore efficient force path in the vehicle structure.

Another prominent feature of the lightweight construction are the transverse reinforcing struts at the front and rear axles, which are integrated into the bodyshell structure. The sections connect the side members precisely where the highest forces act upon the bodyshell under dynamic cornering. The advantages of this sophisticated solution include unrivalled transverse rigidity and the avoidance of heavy secondary reinforcements or supports.

Body of aluminium and plastics

The aluminium spaceframe carries an equally lightweight outer skin: the bonnet, wings, doors and side walls are of aluminium, while the front and rear aprons, side sill panels and boot lid are of plastic. The boot lid not only accommodates the automatically extending aerofoil, but also the third brake light and - invisible from the outside - also the aerial systems for the radio, telephone and navigation.

Lightweight soft top opens and closes in just eleven seconds

The three-layered fabric soft top of the SLS AMG Roadster, which is deposited behind the seats in a Z-formation to save space, is also an aspect highly relevant to handling dynamics. This weight-optimised, combined magnesium / steel / aluminium construction ensures a low centre of gravity and is designed for speeds up to the maximum of 317 km/h (electronically limited). Whether open or closed, even at top speed, the occupants hear no intrusive flapping, booming, hissing, clattering, whistling or howling. Likewise the push-on draught-stop and the panelling in the interior, on the soft top and along the beltline must be vibration-free. In short, nothing must be allowed to compromise the open-air enjoyment. The basis for verified, customer-compatible results in extreme conditions is provided by precisely defined test drives on the high-speed tracks in Papenburg, Nardo (Italy) and Idiada (Spain).

The excellent acoustics – which AMG engineers have naturally also verified with sophisticated measuring technology – also benefit from another special feature, namely the seamless, bonded-in rear window of single-layer safety glass. A special production process not only ensures a smooth transition between the outer skin of the soft top and the glass, as the sum of these design measures also leads to low wind noise when the roof is closed – at any speed.

125 years of experience with innovations in open-top vehicles

Ensuring that the soft top is wind and water-proof is a complex undertaking, and AMG and Mercedes-Benz have used the enormous experience gained during 125 years of innovation. There have always been open-top vehicles in the history of Mercedes-Benz – and unlike in the case of many competitors, in an uninterrupted sequence.

Every soft top is different, however, and even objectives already defined become more ambitious over time. The five challenges to which the AMG developers of the SLS AMG Roadster gave great attention and commitment were water, sand, dust, heat and cold. One special feature of the compact soft top is the continuous water pocket: this is attached below the soft top to catch rainwater and direct it down to the underbody via two apertures on each side.

Endurance test with 16 criteria: the "Sindelfingen rain test"

The rain test at the Mercedes Technology Center (MTC) in Sindelfingen is particularly demanding, and every new vehicle bearing the Mercedes star is required to pass it – whether it has a fixed roof, a soft top or a vario-roof. Extreme quantities of water are used to ensure that the result of the development work is 100% watertight – which is a particular challenge in the case of roadsters or cabriolets. 16 tests must be successfully absolved before approval is granted.
Whether during the hose test, when all soft top, door and flap seals are sprayed with a water-hose, the continuous, overnight rain test, the fording test, the icing, swirl and high-pressure tests, or the final session in an automatic car wash – the rain test simulates every conceivable situation that can occur on any continent.

Bench testing and practical trials in all climatic zones

In addition to various test facilities such as the water chamber and the climate/ wind tunnel, the AMG specialists have recourse to test drives in all climatic regions of the world, where problems can be identified and solutions sought. In Laredo, Texas, for example, there is a particularly fine dust which finds its way into practically any gap – and tests the seals to the absolute utmost.

The compact fabric soft top must also submit itself to various tortures. One of these is the standardised soft top endurance test used for all new Mercedes roadsters or Mercedes cabriolets: 20,000 closing cycles on a stationary test rig must present no problem for the hydraulic cylinders, electric motors and joints. There are also 2500 closing cycles while on the move, whether in great heat, icy cold, high humidity or dry desert winds. In this area too, nothing is left to chance – and for excellent reasons: the aim of this enormous effort is to give the customer limitless driving pleasure in their SLS AMG Roadster.

Final quality check on the complete vehicle

All the optimisation stages have been absolved, and the production tests at the Mercedes-Benz plant in Sindelfingen have been successful, but the developers have still not reached their goal. The quality of the overall vehicle is now the focus of the accompanying endurance trials. These simulate an entire vehicle life under the toughest conditions in accelerated test cycles. The aim is to verify the level of maturity before production of customer vehicles commences.

The endurance testing at a glance:

Long-term testing on a variety of different roads:
- all the components and systems are tested together in everyday operation. Loaded up to their permitted gross vehicle weight, the test cars are put through a precisely defined test programme on country roads, on motorways and in city traffic.

Endurance testing on heathland:
- in this case, the developers focus on the durability of the chassis and suspension components, the entire bodyshell and the integral subframe on which the front axle, steering and engine are mounted. The test cars are loaded up to their permitted gross vehicle weight.

"Accelerated" endurance testing:
- testing of the entire vehicle, focussing on the powertrain, chassis and suspension. Special features of the AMG programme include 10,000 kilometres on the Nürburgring's North Loop and 10,000 kilometres in city traffic.

Full-load endurance testing:
- extreme acceleration and braking manoeuvres with a high proportion of full-load operation, making extreme demands on the cooling, fuel-delivery and braking systems.

Long-term corrosion testing:
- corrosion testing of the entire vehicle simulates the toughest dynamic and climatic environmental influences.

Final board approval:
- all-inclusive verification of the degree of development and production maturity.

Exemplary aerodynamics for optimum handling stability

The best possible handling stability, low drag and low wind noise – the aerodynamic requirements for the SLS AMG Roadster were extremely demanding during its design and development. The specialists at Mercedes-Benz and AMG invested a great deal of time to achieve the best possible aerodynamic balance – with the help of computer simulations, tests in the wind tunnel and test drives on various high-speed tracks. The result is a combination of slight lift at the front axle and downforce at the rear axle. This is a desirable combination for a super-sports car with a front-mid-engine, as it ensures dampened responses to steering impulses at high speeds. Thanks to this aerodynamic configuration, critical driving situations can be prevented at source – for example during a sudden avoiding manoeuvre at high speed. The driver benefits from a constant feeling of safety and stability. All in all, the aerodynamic balance of the SLS AMG places it in the top echelon of the super-sports car segment.

The downforce at the rear axle is determined by the automatically extending aerofoil. This feature attractively integrated into the boot lid extends at 120 km/h, and ensures the right aerodynamic balance in all speed ranges. The aerofoil retracts again when the speed falls below 80 km/h. If required by the driver, the rear aerofoil can also be manually extended by pressing the relevant button in the AMG DRIVE UNIT. The aerodynamically efficient shape of the A-pillars, which have no drainage channels, and the exterior mirrors fitted to the beltlines ensure that the airflow strikes the aerofoil at favourable angles in all speed ranges. The rigidity of the rear aerofoil is so designed that its angle of pitch is specifically modified by the air pressure at high speeds, which leads to improved air resistance with only a slight change to the rear axle downforce.

Good Cd value of 0.36

With a Cd value of 0.36 and a cross-sectional area (A) of 2.11 sq. m., the air resistance (Cd x A) amounts to 0.76 sq. m. (Coupé in comparison: Cd x A = 0.77 sq. m.). These figures are achieved by a favourable airflow into the front-end cooler modules and a precisely calculated airflow through the engine compartment. Spoilers in front of the front wheels improve the airflow around the tyres and reduce lift. The front wheel arch linings feature vertically installed louvres which conduct the airflow away from the radiator area with no effect on lift.

The engine compartment cladding, the almost completely smooth underbody and the rear diffuser also play an important part in the aerodynamics of the SLS AMG. The favourable design of the front apron with a centrally integrated spoiler lip, plus the diffusors fitted at the sides of the engine compartment cladding, enable front axle lift to be effectively reduced. The rear diffuser is clearly visible between the exhaust tailpipes: this directs the airflow upwards, acting together with the aerofoil to prevent lift at the rear axle.

Painstaking attention to detail has also paid off where the boot lid is concerned: this is where air turbulences are normally created which can brake the airflow and unnecessarily increase fuel consumption. This is prevented by a discreet spoiler lip in the centre area of the boot lid edge, which effectively cuts off the airflow.

Low wind noise thanks to sophisticated aero-acoustics

The low wind noise of the SLS AMG is likewise a result of these extensive tests; this also contributes greatly to the long-distance comfort typical of any Mercedes. Not only the small, rounded surfaces of the doors and the flush side windows, but also the design of the A-pillars, door handles and exterior mirrors have a positive effect on this aspect. Effective sealing systems and the deliberate absence of drainage channels in the A-pillars further illustrate the sophisticated aero-acoustics of the SLS AMG Roadster.

Minimisation of soiling to the exterior mirrors, side windows and rear window makes a major contribution to active safety. The special shape of the exterior mirror housings redirects dripping rainwater to almost entirely prevent soiling of the mirror lenses and side windows. The side windows also have a water-repellent coating to optimise all-round visibility in poor weather conditions.

High standard of safety and the quality typical of a Mercedes

The new SLS AMG Roadster also meets the high passive safety standards that are traditional at Mercedes-Benz. Right from the outset, the specified lightweight construction and outstanding crash characteristics were designed to be in line with the car's low centre of gravity and the best possible distribution of load paths. The latter are specifically conducted around the occupants – this applies to front, rear-end and lateral collisions, as well as to roof impacts.

The entire bodyshell design is based on what actually happens in accidents. During a frontal collision, for example, the continuous side member extends from the front cross-member to the side skirt, and directs the impact energy into the extremely rigid structure of the door sill. As a result the passenger compartment remains undistorted during the usual frontal impact tests. One typical characteristic of the SLS is the front-mid-engine layout of the drive unit. This positioning behind the front axle provides a large deformation zone in front of the engine. This in turn allows a firewall of reduced weight, as it is required to absorb far less energy during a frontal crash than in a vehicle with a conventionally positioned engine.

The torque tube connecting the engine to the dual clutch transmission located at the rear axle also helps during a crash: in the event of either a frontal or rear-end collision, the torque tube lowers the stresses on the bodyshell by specifically transferring and dissipating the impact forces. During a lateral impact, protection is provided by a side impact reinforcement of cold-formed, ultra-high-strength steel which is integrated into the doors. This is supported by the relevant A and B-pillars, and transfers the impact forces to the body structure via special elements. The load paths in the areas of the door beltlines are optimised by multi-layered reinforcing sections.

Computer simulation of crashes with the complete vehicle

Sophisticated computer simulations helped to optimise all the structural components. To verify the results, numerous crashes with the complete vehicle were simulated by computer. The aim was to achieve an outstanding crash performance combined with low weight. The relevant structural cross-sections were dimensioned according to the expected loads and load paths. The salient factors were the geometrical layout of the load paths and selection of the most suitable aluminium alloys for each component with respect to energy absorption, rigidity and strength. Choosing the best possible joining techniques and defining the wall thicknesses for all the components, taking into account the loads encountered during normal operation and during a crash, were also of decisive importance.

During the course of its development, the SLS AMG was subjected to numerous crash tests, plus additional component tests to verify the results. The new super sports car complies with all country-specific impact configurations necessary for an operating licence. Plus all the current ratings and consumer tests, and also the particularly demanding, in-house impact tests of which some go well beyond the legal requirements. Passing these is a precondition for the highest accolade in automobile safety: the Mercedes star.

Eight airbags as standard, Blind Spot Assist on request

The sophisticated body structure with its fixed roll-over protection system is perfectly complemented by the very latest restraint systems. Three-point seat belts with reversible belt tensioners and belt force limiters, plus eight airbags, are provided as standard passive safety features for occupants of the SLS AMG Roadster. The airbag system includes two adaptive airbags for the driver and passenger, a kneebag for each, two sidebags integrated into the sports seats and two separate windowbags deploying from the door beltlines.

The LEDs of the adaptive brake light flash 5.5 times per second during emergency braking. This significantly reduces the reaction time of traffic following behind. The new, optional Blind Spot Assist further improves active safety. This visual and acoustic warning system uses the short-range sensors of the standard PARKTRONIC system to detect vehicles in the driver's blind spot. If the system registers another vehicle in the blind spot, the driver is warned by a red triangle appearing in the relevant exterior mirror. An acoustic warning is given in addition if he nonetheless activates the indicators.

Blind Spot Assist can warn the driver at speeds of 30 km/h or more. The monitored area extends around 3.5 metres to each side of the vehicle, and three metres behind the vehicle rear. Registered vehicles which are overtaking are indicated immediately after entering the monitored zone if the relative speed difference between the vehicles is no more than 16 km/h. Vehicles which have just been overtaken are indicated with a delay of 1.5 seconds after entering the zone, which avoids unnecessary, distracting warnings.

Exclusive hand-production in three locations

The aluminium spaceframe and body are exclusively hand-built with strict adherence to stringent quality standards by Magna Steyr Fahrzeugtechnik GmbH in Graz/Austria. Highly qualified specialists join the aluminium components together using the very latest processes. The most suitable joining technique is used for the relevant requirement – riveting, bonding, welding and bolting.

Hand-assembly is also very much the order of the day at the AMG engine shop in Affalterbach, where the 420 kW (571 hp) AMG 6.3-litre V8 engine is produced according to the "One man, one engine" philosophy. This is visually confirmed by the AMG engine plate, which bears the signature of the technician responsible for its assembly. Final assembly of the SLS AMG Roadster is carried out by chosen personnel at the Mercedes-Benz plant in Sindelfingen. In summer 2008 the Sindelfingen plant was presented with the J.D. Power Award by the prestigious US market research institute J.D. Power and Associates. This award is given for the automotive production facility with the best delivered quality worldwide.








* Official photos and details courtesy of Mercedes-AMG GmbH *

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

Singapore F1 Grand Prix 2011: Race Preview Feature - Singapore & The Safety Car

When it comes to planning race strategy, a key component is factoring in the probability of a Safety Car deployment. This is dependent on factors such as circuit layout, the ease of clearing an incident and predicted weather conditions. In Singapore, these factors come together to produce something close to a perfect storm: the Safety Car has appeared a total of five times in the three races held there since 2008. That means that the Mercedes SLS AMG is almost certain to make an appearance next weekend…


Which races have the highest probability of Safety Car deployment?
Calculated in historical terms over the past ten years, both Singapore and Korea have a 100% record of Safety Car deployment - although, in the case of Korea, this is calculated on the basis of a single race. Every one of the three Singapore races so far has seen the Safety Car deployed, for a total of 20 laps. Indeed, this total means that only Fernando Alonso (93 laps) and Lewis Hamilton (57 laps) have led more laps than Safety Car driver Bernd Mayländer since the first Singapore Grand Prix in 2008. After Singapore, the races with the highest historical probability of Safety Car deployment, during the past ten races, are Brazil, Monaco and Canada (all at 70%).

How much has the Safety Car been used so far in 2011?
After 13 races in the current season, just four have featured Safety Car deployments - Monaco, Canada, Belgium and Italy. In total, there have been nine deployments, of which five occurred during the Canadian Grand Prix, for a total of 5.5% of the racing laps. By way of comparison, after 13 races in 2010, there had been a total of 12 deployments in seven different races, accounting for 5.1% of the racing laps. The reduction in the number of Safety Car deployments, and the significant reduction in the number of races at which it has been deployed, are perhaps surprising given the increase in wheel-to-wheel racing that has occurred this year. Indeed, the Safety Car wasn’t used at all in the first five races of the 2011 season - the first time this had occurred since 2004, and only the second time in the past ten years. Furthermore, the 2011 season has seen two wet-dry races in which the Safety Car has not appeared at all - Britain and Hungary.

How many laps has the Safety Car led in total this year?
So far, the Safety Car has led a total of 49 laps, equivalent to 218.3 km. Of these, 140 km were accounted for by the Canadian Grand Prix. Indeed, the five Safety Car deployments during this race lasted for 45.7% of the race distance – the longest Safety Car total laps recorded in the past ten years. The next longest deployments were at the 2010 Korean Grand Prix (26 laps, 146 km) and the 2007 Japanese Grand Prix (26 laps, 119 km). The race with the most individual Safety Car deployments was the 2011 Canadian Grand Prix.

Which season saw the most Safety Car use in the past decade?
Since the start of the 2001 season, the Safety Car has led almost 2,500 km - equivalent to approximately eight Grand Prix distances. 75 races have seen the Safety Car deployed a total of 117 times for 510 laps. The season which saw the most Safety Car deployments was 2010, when it appeared 21 times at 12 races, for a total of 7.8% of the racing laps; in total, the Mercedes SLS AMG led a total of 87 laps for 452.3 km, equivalent to one-and-a-half race distances.

Which seasons saw the least Safety Car usage?
The seasons with the fewest deployments were 2001 and 2002, both of which saw just five Safety Car periods. In 2001, Safety Car periods accounted for 2.6% of all racing laps, while in 2002 this figure decreased to 2.3%. Overall, between 2001 and 2010, Safety Car deployments accounted for an average of 4.2% of all racing laps. This means that the 2011 season has seen above-average Safety Car usage; however, if one does not include the Canadian Grand Prix, Safety Car deployments would account for just 2% of racing laps in 2011, well below the ten-year average.

* Official photo and details courtesy of MERCEDES GP PETRONAS *

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

The Mercedes-Benz F 125! research vehicle: Active safety and assistance systems - Driver workload considerably reduced by new assistance systems

Arriving at the destination safely, rapidly and in a relaxed frame of mind: detecting traffic problems before they are seen, being aware of hazards before they become a threat. Intelligent mobility at a new level was another key focus during the development of the F 125!. This is to be achieved by electronic networking of the vehicle and the external infrastructure - so-called Car-to-X communication. It allows information to be exchanged both between vehicles, and between vehicles and traffic control centres. In this way following and oncoming vehicles can be informed about potential hazards, enabling them to take timely and appropriate action in the relevant situation.


In Car-to-X communication, anonymised information about the traffic situation is also relayed to control centres so that further developments can be reliably predicted and the road infrastructure can be optimally configured in response. This information is in turn made available to road users, so that they can vary their routes accordingly and reach their destinations conveniently and safely in the shortest time.

Special WLAN-based radio technology

To ensure safe and reliable communication even in very dense traffic, a specially developed radio technology based on the well-known WLAN standard is used. Information is transmitted directly to other vehicles, or to stations installed along the roadside. In the event that the communication partner is not in direct transmission range, other vehicles can relay the information ("Multihopping") or save it for later transmission ("Store & Forward"). In addition two-way radio technologies such as UMTS are integrated, so that gaps in WLAN coverage can be bridged (e.g. where there is no roadside infrastructure) or added value services can be offered.

Specific applications might include a warning of approaching emergency service vehicles, well before the driver can see or hear them, a reminder that other vehicles have the right of way at obscure road junctions, or rapid and precise relaying of information about obstacles or pedestrians on the road ahead.

Networked crossings, speed recommendations and optimised traffic light cycles also enable drivers to make efficient progress thanks to a series of green lights. The touring saloon of the future will therefore relieve the driver's workload in many standard situations, defuse potential sources of danger and make for even more relaxed travel.

Advanced Driving Assist for semi-autonomous driving

When it comes to comfort the F 125! goes a whole stage further by autonomously performing certain frequent driving manoeuvres if the driver so wishes. On multi-lane, one-way roads, for example, Advanced Driving Assist allows autonomous cruising in the same lane (with or without vehicles immediately ahead) and safe, automatic lane-changing, and in a further development stage even overtaking manoeuvres.

In the process the F 125! controls both the linear and lateral vehicle movements, while its sensors "keep an eye on" other road users at all times. The driver merely needs to give the relevant command, leave his hands loosely on the steering wheel, lean back and relax. Naturally he is able to take back full control of the car at any time.

Source: Daimler AG

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

The new Mercedes-Benz M-Class: Safety concept - A reassuring feeling

The new M-Class: Just one star is enough

In line with the Mercedes-Benz brand philosophy, the new M-Class represents the embodiment of the Mercedes-Benz holistic safety concept of Real Life Safety, which is derived primarily from what happens in a real accident situation. The extremely robust occupant compartment of the M-Class, together with the front and rear deformation zones, forms an effective basis for the occupant protection system. Both active safety and driver-fitness safety in the new M-Class are further improved by Assistance Systems, already primarily familiar from the S and E-Class.


As with all passenger car models from Mercedes-Benz, the philosophy behind the safety concept of the M-Class is broken down into four phases:

- Safe driving: avoiding danger, warning and assisting the driver in good time
- In the event of danger: anticipating and enabling preventive protective measures
- In an accident: providing protection as needed
- After an accident: avoiding even worse consequences and making rapid assistance possible

The high level of safety already achieved in the previous model has been increased even further. The many "invisible" Mercedes-Benz solutions in particular bring measurable benefits in real accident situations. To support new technologies or the evolution of existing systems, the engineers carried out numerous crash tests which went way beyond the tests normally specified, such as the roof-drop test for example, as well as various rollover tests. When it detects the need to do so, a rollover sensor system can activate side and window airbags, as well as belt tensioners. In total, as part of the M-Class development Mercedes-Benz tested 36 totally different loads under real test-conditions. This included comprehensive simulations for the digital prototype. Following this intensive development programme, the M-Class now has the potential to pass all international ratings with the best possible results.

The M-Class is also able to demonstrate the highest possible protection potential when it comes to more vulnerable road users such as pedestrians or cyclists. In addition to yielding areas in the front section, folding exterior mirrors and smooth contours, the risk of injury caused by the vehicle has been reduced by adjusting the bonnet and increasing the distance to the components in the engine compartment. In addition, for the first time in the SUV segment, an active bonnet is fitted as standard equipment. It is able to reduce the acceleration forces of an impacting pedestrian or cyclist by intercepting them earlier.

"Electronic crumple zone"

As ever, the best accident is one which does not happen at all. The safety engineers at the Mercedes Technology Center are working intensively on this rather simple sounding statement, which in practice is actually a lot more difficult to implement. Both active safety and driver-fitness safety in the new M-Class are further improved by the numerous active and passive assistance systems:

- ATTENTION ASSIST, warns the driver of drowsiness
- Speed Limit Assist, displays road signs in the instrument cluster
- Tyre pressure loss warning system
- Intelligent Light System with specific lighting functions to match the relevant road and weather conditions
- Night View Assist Plus with automatic person recognition
- ADAPTIVE BRAKE with the functions Hill-Start Assist, priming, brake drying and hold function
- Brake Assist (BAS) to support the driver in critical braking manoeuvres
- DISTRONIC PLUS with BAS PLUS
- Lane Keeping Assist warns the driver as soon as it detects that the driver has unintentionally left a recognised marked lane. In addition, Active Lane Keeping Assist can react with lane-correcting brake application
- Blind Spot Assist warns the driver when vehicles are detected in the area of poor visibility, the so-called "blind spot". Additionally, Active Blind Spot Assist can counteract a possible collision by specific application of the brakes on one side of the vehicle, if the driver does not react to the warning
- Park Assist with PARKTRONIC, a system which can detect parking spaces and carry out the steering manoeuvres required for the parking process, simply leaving the driver to operate the brake and accelerator
- Reversing camera, e.g. with "back-in" mode with dynamic guide lines for reversing into narrow parking bays or to aid with the coupling of trailers
- Adaptive brake light warns vehicles behind in an emergency braking situation with flashing brake lights

Standard equipment forming part of the safety concept of the new M-Class includes the anticipatory safety system PRE-SAFE®, which combines active and passive safety synergies to reduce the loads exerted on the vehicle occupants in the event of an accident by up to 40 percent. Depending on the potential accident situation detected, the following reversible measures can be initiated for preventive occupant protection:

- Driver and front passenger seat belts are tensioned
- Windows are closed
- Sliding sunroof is closed
- Front passenger seat is adjusted (when fitted with Memory package)

Body: high energy absorption in the event of a front impact

The extremely robust occupant compartment of the M-Class, together with the front and rear deformation zones, forms an effective basis for the occupant protection system. The focus of the work here has been the tangible reduction of the loads exerted on the occupants. In the case of front impacts, the engineers were able to achieve more uniform deceleration, and therefore a lower peak load on the occupants. This was made possible by means of:

- Design of the front axle carrier as a crash element, which is able to deform in a specific manner and in the case of an offset crash, for example, can divert the energy to the side of the vehicle opposite the side of impact

- A novel aluminium gearbox crossmember mount with offset function: isolated against noise and vibration during normal operation, in the event of a crash this component is activated via hooks so that the centre tunnel can absorb additional energy in this area (diesel versions only)

- Guide ramp on the brake booster, thus preventing unwanted block formation between the brake booster and the damper dome. The brake booster is also rotated to minimise possible brake pedal intrusion

- A crash joint ensures that the mudguard is pushed away at the driver's door, and prevents the door from jamming after the impact. For the most part the doors can be opened without much effort

- Ultra-high-strength steels in the A-pillar enhance the stability of the passenger compartment in both front impacts as well as in different rollover scenarios, primarily enabling doors to be opened easily after an offset crash

- Projected sills create a direct load path to the front wheel. As a result, any possible forcing or intrusion of the wheels into the footwell can be avoided

- Optimum energy conversion in the event of a front crash despite relatively short front-end length, thanks to enabling the load paths from the crashbox to the longitudinal body member, from the wheel to the sill, and due to the deformable subframe, which guides forces into the centre tunnel via the engine/transmission joint

- The energy-absorbing steering column deforms up to 100 millimetres when subjected to external forces, thus freeing up additional deformation space for energy conversion. As a result, the loads on the driver can be reduced in the area of the head, neck and thorax

Side-impact protection thanks to intelligent bodyshell

Similar to the design of the front area of the new M-Class, the vehicle's intelligent bodyshell design also performs impressively in side-impact accident scenarios. The specific distribution of high rigidity and high deformability helps to ensure that the occupants benefit from favourable kinematics in the event of a side impact:

- The lower part of the B-pillar, an important component in side impacts, is highly compressible, whereas its upper part is extremely rigid. As a result, intrusions and the speed of intrusions in the lower area are reduced, while in the upper area high-strength steels on the exterior sides of the pillar prevent it from buckling unfavourably in a side impact. In addition, this design solution increases the stability of the passenger compartment in the event of a rollover

- The stiffening of the floor structure by means of a supporting element made of an ultra-high-strength material running across the entire width of the vehicle, and ultra-high-strength reinforcements in the driver's seat crossmember, help to reduce deformations, primarily in the event of a pole impact. As a result, the occupant survival space benefits from even better protection, and the thorax load on the occupants is reduced

- The geometry and body connections of the pillars and the roof frame made of ultra-high-strength material have been optimised to provide the best possible crash safety

Brilliant finish: the rear assembly

The rear area of the M-Class also protects the sturdy passenger compartment in crash situations thanks to specific deformation work, therefore minimising the loads on the occupants. A special impact test conducted to check tank leakage gives an indication of the exceptional load capabilities of the rear part of the M-Class body. The test involved running a crash carriage into the rear of the M-Class at 80 km/h. The tank system survived this fatal impact without suffering any leaks.

To enhance rigidity, increase the energy absorption capability and improve deformation behaviour, the multi-piece rear longitudinal members feature a continuous closed cross-section with stepped plate thicknesses (tailored blanks). The spare wheel well forms an integrated part of the steel floor, and a steel flexible bumper bracket carries the rear bumper covering and is connected to the rear structure via two steel crashboxes.

Comprehensive restraint systems for occupant protection

The passive occupant protection systems, together with the "electronic crumple zone" and intelligent body design which have already been described, provide optimum protection potential, placing the M-Class at the top of its market segment. As part of this, a number of new deployment strategies are used. For example, the system can detect an impending rollover in the event of crash and if necessary deploy the head, side and window airbags, as well as the seat belt tensioners. Thanks to the new generously-sized side airbags and the window airbags with extended area of coverage, in the event of a crash the occupants can be more uniformly supported from the shoulder area down to the pelvic area, and thereby better protected. In side impacts too, the danger of injury is reduced thanks to extended coverage.

Additional protection potential is also provided for rear seat passengers with seat belt tensioners and force limiters on the outer seat positions. The integration of optional thorax bags in the tilt-adjustable folding seat backrests enables optimum airbag positioning for each backrest position. The components of the passive occupant protection systems include:

- Two-stage adaptive airbags for the driver and front passenger
- Kneebag for the driver
- Sidebags for driver and front passenger (combined thorax/pelvis bags)
- Sidebags in the rear row of seats as an option
- Windowbags across both rows of seats from the A- to the C-pillar
- 3-point seat belts on all five seats
- Pyrotechnic reel tensioners and permanent belt force limiters as well as electrically reversible belt tensioners in the front, reel tensioners and single‑stage force limiters for the outer seats in the rear
- ISOFIX child seat anchorage
- Belt height adjustment for the driver and front passenger
- Belt status display for rear-seat passengers in the instrument cluster
- Automatic child seat recognition (optional) with deactivation of the front passenger airbag if a special Mercedes-Benz child seat is used
- In a rear-end collision, a passive head restraint system developed specifically for this purpose can reduce the forces exerted on occupants

Occupant protection even after a crash

As part of the POST-SAFE® functions, the new M-Class can activate a variety of systems which can contribute towards avoiding post-accident risks. After a more serious crash, the hazard warning lights are automatically activated to warn surrounding traffic. At the same time, the doors are automatically unlocked so that the emergency services have the best possible unrestricted access to the passengers. And thanks to partial opening of the side windows, the interior is better ventilated after deployment of the restraint systems.

On detecting a collision, the central control unit switches off the fuel system to reduce the risk of a possible fire. After determining the cylinder positions, the engine management system opens the injection valves of those cylinders which are not under compression and discharges the high-pressure fuel area by direct evacuation of the remaining fuel in the combustion chamber. This reduces the risk of fuel escaping. To avoid fuel losses, all M-Class models are also fitted with cut-resistant fuel lines in all relevant locations. This also helps to reduce the risk of a possible fire breaking out.






















Source: Daimler AG

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.